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THE -A.USTIH-TOFOEOV_A.MPO 


PACIFIC RAILROAD ROUTE, 






H E. 'i:' I O'" 



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A 

• • 
• ♦ 

# 







Office of the Chief of Engineers, 

Washington, D, C,, April 19,1875. 

Sir : Concerning the papers upon the proposed Topolovampo Bail* 
road route returned to this Office, with the indorsement of the Honora¬ 
ble the Secretary of War of the 27th ultimo, respecting the printing the 
same, I would respectfully suggest that 1,000 copies of the papers in 
the case which have been brought before the Department, be printed at 
the Government Printing-Office. 

A list of the papers is appended hereto. 

Very respectfully, your obedient servant, 

A. A. Humphreys, 

Brigadier-General and Chief of Engineers, 

Hon. Wm. W. Belknap, 

Secretary of War, 


Approved: 

By order of the Secretary of War. 


War Department, April 22,1875. 


H. T. Crosby, 

Chief Clerh. 








LIST OF ACCOMPANYING PAPEES. 


1. Letter of Secretary of War Senate Committee on Eailroads, Feb¬ 
ruary 25. 

2. Letter Chief of Engineers to Secretary of War, transmitting re¬ 
port and accompanying papers, February 24. 

3. Letter from Senate Committee on Eailroads to the Chief of Engi¬ 
neers, February 9. 

4. Senate bill No. 1199. 

5. Letter Chief of Engineers to Lieutenant-Colonel Wright, Febru- 
ary 18. 

G. Special Orders No. 21, Headquarters Corps of Engineers, Febru¬ 
ary 18. 

7. Letter of Lieutenant-Colonel Wright, transmitting report of board 
and accompanying papers, February 22. 

8. Eeport of Board o^ Engin eers. 

9. Letter of iTajor Warren to Chtefaf'Engineers, March 8, 1875. 

The folloicing papers are copies of the mamiscript and printed doenments 
furnished hy Mr. A. K. Oicen, C. E. 

10. O wen’s argument befo^ ^^House Committee on Eailroads. (Printed.) 

11. Owen s supplementary irgument before House Committee on Eail¬ 
roads. (Printed.) 

12. Owen’s letter to Senate Committee on Eailroads, February 22, 

1875. ' 

13. Owen’s argument, Great Souther n Tra ns-oceanic and Interna¬ 
tional Air-Line, Asia to Europe.” 

14. Letter from H. A. P. Carter, special commissioner from Sandwich 
Islands, to Owen, sending statistics. 

15. Statistics of trade in the Pacific. 

16. Owen’s letter to Dr. Carman. 

17. Carman’s letter to Owen, August 17, 1872. 

18. Eeport on coal-fields of Eio Yaqui. (Scott.) 

19. Eeport on harbor of Topolovampo. (Truxton.) 

20. Journal and survey of Topolovampo Harbor. (Truxton.) 

21. Commerce of Sonora—report by Consul Garrison. 

^ 22. ^^r"Mexico, Lower California, and Gulf of Cortez—report by 
Colonel Fitch. 

23. Hydrographic notice, harbor of Topolovampo. 

24. Map of United States and Mexico. 

25. Map of Topolovampo Harbor. 







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The Secretary of War has the honor to transmit to the chairman of 
the Committee on Eailroads of the United States Senate, in response 
to request of the 9th instant, copy of report of board of engineers, con¬ 
vened by Special Orders No. 21, Headquarters Corps of Engineers, 
February 18, 1875, to consider the feasibility of a railroad route from 
Austin, Tex., to Topolovampo, Mexico, in connection with Senate bill 
1199. 

Papers accompanying report of the board, and mai)s, are herewith 
transmitted. 

Wm. W. Belknap, 

Secretary of War. 

War Department, February 25,1875. 

[ 2.1 

Office of the Chief of Engineers, 

Washington^ D. 0., February 24, 1875. 

Sir : I have the honor to send herewith copy of a report (with accom¬ 
panying papers) of a board of .engineers convened by Special Orders No. 
21, dated Headquarters Corps of Engineers, Washington, February 18, 
1875, for the purpose of considering the probable feasibility and utility 
of a proposed railroad route from Austin, Tex., to Topolovampo, on 
the west coast of Mexico, in connection with Senate bill 1199, which 
had been referred to this Office by the Senate Committee on Eailways, 
and which proposed to appropriate twenty thousand dollars for the sur¬ 
vey of said route. 

Very respectfully, your obedient servant, 

A. A. Humphreys, 
Brigadier-General and Chief of Engineers. 

Hon. Wm. M. Belknap, 

Secretary of War. 


[3.J 


United States Senate Chamber, 

Washington^ February 9, 1875. 

Sir : I am directed by the Committee on Eailroads (of the Senate) 
to refer to you the inclosed bill, (S. 1199,) and request that you will send 
to the committee any information in your possession, or make any recom¬ 
mendations which YOU may deem proper, relative to the purposes of the 
bill. 


Yours, very respectfully. 


Gen. A. A. Humphreys, 

Chief of Engineers. 


J. E. Colburn, 
Clerh of Committee. 


8 


4.J 

[S. 1199. 43d CoDgress, 2d session.] 

IN THE SENATE OF THE UNITED STATES. 

Jai^uary 2G, 1875. 

y Hitchcock asked and, by unanimous consent, obtained leave to bring in the follow¬ 
ing bill; which was read twice, referred to the Committee on Railroads, and ordered to be 
printed: 

A BILL to survey the Austin-Topolovampo Pacific route. 

Be it enacted hy the Senate and Bouse of Representatives of the United 
States of America in Congress assembled^ That the Secretary of War be 
directed to cause a survey to be made of the most practicable route for 
a rational rail-highway from Austin, Tex., to Fort Seaton, on the Kio 
Grande, and to extend said survey, after application to and the grantiug^ 
permission by the Government of Mexico, to the harbor of Topolovamf^o, 
on the Gulf of California, and to report to Congress the most feasible 
route of railway-communication between Austin, Tex., and said harbor 
of Topolovampo; and for the purposes of such survey, there is hereby 
appropriated, out of any money not otherwise appropriated, the sum of 
twenty thousand dollars, or so much thereof as may be necessary. 

[5.] 

Office of the Chief of Engineers, 

Washington^ D. C., February 18, 1875. 

Sir: Please find herewith an order* for a board of engineers, to 
consist of yourself and Majors Warren and Abbot, to meet at your 
office on Saturday next, to consider the merits of a bill which has been 
referred to this Office by the railway committee of the Senate, and which 
proposes to appropriate twenty thousand dollars for the survey of a 
railroad route from Austin, Tex., to Topolovampo, on the west coast 
of Mexico, and about midway between Mazatlan and Guaymas. 

The following papers are sent to you herewith as relating to the case.. 
They have been furnished by Mr. Owen, a civil engineer, who will wait 
in person on the board and explain the project which he laid before the 
Senate Committee on Kailways, and which has been referred, as previ¬ 
ously stated, to this Department for report: 

1. Pamphlet. The Great Southern Transoceanic and International 
Air-Line, Asia to Europe. 

2. Argument of A. K. Owen, C. E., in behalf of the Great Southern 
International Eail-highway. 

3. Supplementary remarks of A. K. Owen, C. E. 

4. Copy of letter from Senate Committee on Kailroads, inclosing 
Senate bill 1199. 

5. Senate bill 1199. Survey of the Austin-Topolovampo Pacific 
route. 

By command of Brigadier-General Humphreys. 

Very respectfully, your obedient servant, 

George H. Elliot, 

Major of Engineers. 

Lieut. Col. H. G. Wright, 

Corps of Engineers^ Army Building, Netc Yorlc City. 

telegram was sent you this date. The order will be sent to-morrow\ 



9 


[G. 

Special Orders ) Headquarters Corps of Engineers, 

No. 21. j Washington, D. C., February 18, 1875. 

A board of officers of tbe Corps of Eugineers, to consist of Lieut. CoL 
H. G. Wright, Maj. G. K. Warren, Maj. H. L. Abbot, will assemble at 
the xVrmy Building, New York City, at 12 m. on Saturday, the 20th inst.,, 
or as soon thereafter as practicable, to consider and report upon the 
probable feasibility and utility of a proposed railroad route from Austin, 
Tex., to Topolovampo, on the west coast of Mexico, and for the survey 
of which there has been introduced into Congress a bill, which has been 
referred to this Office for report, and which proposes an appropriation 
of twenty thousand dollars. 

By command of Brigadier-General Humphreys. 

Thos. Lincoln Casey, 
Lieutenant-Colonel of Engineers 


Army Building, 

Few York, February 22, 1875, 

General : I have the honor to send herewith the report of the board* 
convened by Special Orders No. 21, dated “Headquarters Corps of Eu¬ 
gineers, Washington, February 18, 1875 ; also the papers which were 
referred to the board with your letter of instructions of the 18th instant. 

There is also sent by express a roll containing the following maps^ 
referred to in the report: 

1. Map of the United States. 

2. Sketch of the harbor of Topolovampo, Mexico, by Lieut. Com. 
Alien y. Reed, U. S. N. 

3. Tracing of sketch of same harbor, by Commander Geo. Dewey, U. 

S.N. 

4. Tracing of the map of same harbor, by F. G. Fitch, C. E. 

In the same roll are two manuscript-maps belonging to Mr. A. K. 
Owen, C. E., left by him with the board, and which he is to call for at- 
your Office. 

Very respectfully, your most obedient, 

H. G. Wright, 

Lieutenant-Colonel of Engineers, Brevet Major-General, 
Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U, 8. A., Washington, D. C. 

[ 8 .] 


Army Building, 

Few York, February 22, 1875. 

General: The undersigned members of the board of engineers,, 
directed, by orders from your headquarters, to assemble here on the 
20th instant “ to consider "^and report upon the probable feasibility and 
utility of a proposed railroad route from Austin, Tex., to Topolovampo, 
on the west coast of Mexico,^^ and also to consider the merits of the bill 
that has been referred from the United States Senate Railway Commit¬ 
tee, which proposes to appropriate 820,000 for making a survey of the 
rout , met here at the time appointed, and submit the following report: 

Mr. A. K. Owen, civil engineer, wffio is the advocate of this route, 
submitted all the maps and information from various sources in his 


10 


possession, and besides giving us their substance as far as related to 
the matter before us in conversation, answered such interrogatories as 
were made. We had before us three pamphlets of his on this subject, 
and its proximate and general relations. The title-page of the first in 
order of publication is as follows : 

“Confidential. The Great Southern Trans-oceanic and International 
Air-Line. Asia to Europe, via Mexico and the Southern States. Phila¬ 
delphia: Kowley and Crew, steam-power printers, 723 Chestnut street. 
1873.” 

This pamphlet appears to show conclusively that a railroad built over 
the proposed route would be of great utility, lu this view the board 
concurs. 

The following appears in a printed slip pasted to the back of the title- 
page of this pamphlet, (and it was also stated in conversation.) The 
slip states: “Early in 1872 the undersigned, (Mr. Owen,) in company 
with others, crossed from Colorado, via the Mesilla Valley, into Mexico, 
on a railroad reconnoissance. The expedition proving favorable to the 
construction of the Mexican section of the Denver and Kio Grande 
Kailway, the undersigned was commissioned to examine the Pacific 
coast and the passes of the Sierra Madre of Northwestern Mexico. It 
was while prosecuting these explorations that his attention was attracted 
to the Smuggler’s Eetreat, (same as Topolovampo.) After three days 
spent on its waters and picturesque shores in examination of its harbor 
fitness, and furthermore assuring himself of the existence of a feasible 
route over the Sierra Madre, via the valleys of the Kio Fuerte, this oceau- 
to-ocean line was projected.” 

In our conversation with Mr. Owen he told us he had not gone over 
or examined the route of the Kio Fuerte across the Sierra Madre, 
between Topolovampo and Chihuahua. His belief in its practicability 
was based upon information he obtained from the inhabitants, and 
from the factthat “ Major Gregg, in 1853, proposed to construct a wagon- 
road” along this route on the strength of a report of Dr. Charles C. 
Johnson, “ the recognized authority of Northwestern Mexico,” but rev¬ 
olution stopped the movement. This report of Dr. Johnson none of the 
members of the board have ever seen, nor any other giving an account 
of this route across the Sierra Madre. 

It also appeared from conversation with Mr. Owen that he had not 
passed over or examined any portion of the proposed route himself. He 
had examined its western terminus and had crossed it on his journey 
south from Colorado in the neighborhood of Chihuahua. 

The route proposed by Mr. Owen crosses the Kio Grande near the 
mouth of the Kio Conchos, and going westward from that point, gains 
the elevation of the plateau of Chihuahua by the valley of that river ; 
but none of the members of the board have any information as to the 
difficulties or facilities of this part of the route. 

From the crossing of the Kio Grande to Austin part of the proposed 
route is known to be difficult. The difficulty can be seen by consulting 
pp. 110, 111, Vol. I, P. K. K. Along the proposed line between the 
Pecos Kiver and the Kio Grande at Presidio del Norte, opposite the 
mouth of the Kio Conchos, of Mexico, the country is believed to be very 
unfavorable to railroad construction. Still, nothing can be considered as 
positively determined in this respect until actual trial by railroad en¬ 
gineers fails to find a practicable location at reasonable expense. 

There were two other pamphlets by Mr. Owen submitted to us 
one being an “argument” on the general subject, “read before the 
House Subcommittee on Pacific Kailroads, January 19, 1875, and hur- 


11 


riedly explained with maps and string before the Senate Committee on 
Eailroads, January 20,1875,” and the other supplementary remarks 
read before the House Subcommittee on Pacific Railroads, January 19, 
1875.” Neither of these pamphlets contains any data upon the feasibil¬ 
ity of the route. 

The time allowed does not permit of our making any search for au¬ 
thorities to obtain information not immediately before us. The facts as 
we have them seem to indicate that from Austin westward to the east 
base of the central mountain region between the Pecos River and the 
Rio Grande, there is no apprehension of unusual difficulty to railroad 
construction. Continuing west we shall then have to cross a difficult 
mountainous elevation at a level about 5,800 feet above the sea. Among 
these mountains we may expect abrupt surfaces, steep canons, and sharp 
turns, all tending to cause great expense, in avoiding heavy grades and 
sharp curvatures. 

In crossing the Rio Grande we must descend to the elevation 2,500 
feet above the ocean. From this level we must ascend to the plateau 
of Chihuahua—elevation not known—and it is not improbable that a 
railroad line would have to cross a summit more elevated than the 
plateau before reaching it. We next have to pass the Sierra Madre and 
descend to the harbor on the west shore of Mexico, by a route to us un¬ 
known. 

The board conclude a survey along the proposed route is necessary to 
determine its feasibility. 

A great deal of importance attaches to the proposed line, from the 
discovery of the harbor of Topolovampo. Mr. Owen gave us a copy of 
the map made by Commander Wm. T. Truxton, United States Navy, 
which shows that there is a depth of 21 feet over the bar at the entrance 
at low water. The rise of the tide here is about 7 feet. Mr. Owen also 
gave us a copy of a more recent official map, which gives the same 
depths. There seems to be good reason to conclude that vessels of large 
draught can safely enter this harbor. 

Mr. Owen also gave us map to copy, made from a survey of the har¬ 
bor of Topolovampo by Mr. F. G. Fitch, civil engineer, in July, 1873. 
This shows the harbor to have sufficient capacity for the purposes of a 
commercial city. 

The length of the route to be surveyed measured in direct lines from 
Austin to Presidio del Norte, thence to Chihuahua, thence to Topolo¬ 
vampo, is about 825 miles, of which probably 400 miles will be in mount¬ 
ainous regions or other difficult locations. It is proposed not only to 
survey the direct line, but to examine one north and one south of it. To 
make this examination and survey perfect will, in the opinion of this 
board, require more than the $20,000 which the bill proposes to appro¬ 
priate, but still a great deal of important information can be gained with 
this amount. 

In brief, the conclusions of the board are as follows : 

First. That a railroad built on the proposed route would be of great 
utility. 

Second. That the feasibility of it remains to be determined by a sur¬ 
vey. 

Third. That the amount of money, $20,000, proposed by the bill, will 
not be sufficient to thoroughly provide for the necessary surveys, but 


12 


that a great deal of useful iuformatiou concerning the feasibility of the 
route can be gained by this amount bf money. 

Kespectfully submitted. 

II. G. WriGtHT, 

Lieutenant Colonel of Engineers^ Bvt. Maj. Gen. 

G. K. Warren, 

Major of Engineers^ Bvt. Maj. Gen., U. 8. A. 

Henry L. Abbot, 

Major of Engineers, Bvt. Brig. Gen. 

Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. 8. A., Washington, D. C. 

[ 0 .] 

Engineer Office, U. S. AR^iTy 

Eeivport, B. I., March 8, 1875. 

General : When making up for the board the report on the proposed 
Pacific Eailroad route from Austin, Tex.,via Chihuahua, to Topolovampo, 
I was unable to consult with any authorities about the part through 
Mexico. Our board was directed to meet at noon Saturday, and make 
an immediate report. At the Army building there was no copy of Em¬ 
ory’s report on the Mexican boundary. The next day was Sunday, and 
Monday was Washington’s birthday. Consequently, I was unable to 
hunt up anything. 

There is a great deal in Major Emory’s report to indicate that this 
direct route is very diificult. He speaks of ‘‘ the remarkable depression ” 
of the plateau on the line of tbe 32d parallel, and states that, through 
information he gave the State Department, after his reconnoissance in 
1846, our minister was instructed to not accept a boundary north of the 
32d parallel in forming the treaty of Guadalupe-Hidalgo. He adds, (p. 
41:) ‘‘Passing to the south of this parallel, in about that of 31'^, we find 
the plateau rising rapidly to the table-lands of Mexico, * * * and 

the plateau gives evidenceof having been disturbed by tremendous pla¬ 
tonic forces, and the mountains assume a loftier and more rugged and 
diversified appearance.” Again, p. 44: “The San Luis Mountains * * 

rise abruptly from the plains about three leagues north of the parallel 
of 31° 30', and, as they run south, assume by far the most formidable 
appearance of any range on that parallel west of the Kio Grande. They 
are called in Sonora and part of Chihuahua the Sierra Madre Mount¬ 
ains, yet they do not fulfill entirely the conditions implied by that term^ 
i. e., dividing ridge, for I am credibly informed that the waters flowing 
from their base toward the Pacific coast often take their rise to the east 
of these mountains, and flow through chasms impassable for men, and 
fall down the western slope in rapid descent, producing sublime and pic¬ 
turesque cascades.” P. 45: “ It was not in my power to explore this range 
to the south, but I was informed by persons worthy of confidence that 
throughout its whole extent, as far south as the parallel of Mazatlan, it 
was utterly impassable for wagons, and there was no possibility of find¬ 
ing south of 31° 20' a line for a railway. The report of its impractica¬ 
bility for wagons was confirmed by the fact that the camino real, (high¬ 
way,) established by the Spaniards to connect Chihuahua and Guaymas, 
makes a great circuit, and passes to the north of 31° 20', and within 
what is now the territory of the United States. 

“This stupendous range of mountains, which drops so abruptly a few 
miles north of the boundary, as if to make room for the highway which 
is to connect the Pacific and Atlantic States, no doubt re-appears to the 


13 


nortli; bat our information is not yet sufficient to establish the connec¬ 
tion.” 

I cannot find any description of the valley of the Kio Conchos, after 
a careful search through the Mexican boundary report. The roads 
represented on the map all avoid the valley and keep to the north and 
south of it, apparently to head the ravines or side canons, giving the 
indication that the valley itself is unfavorable to road-location. I have 
a book on Mexico, containing many extracts from Humboldt’s New Spain; 
but that has nothing about the Kio Conchos. It must flow in i^art, at 
least, in canons. 

*##*#** 


Very respectfully, 


G. K. Warren, 
3£ajor of Engineers. 


Brig. Gen. A. A. Humphreys, 

Chief of Engineers, U. S. Army. 

The folloicing papers are copies of the manuscript and printed documents 
furnished by Mr. A. K. Owen, C. E. 

.[ 10.1 

Argument of A. K. Owen, C. E., in behalf of the Great Southern Inter¬ 
national Kail-Highway. 


Read before the House Subcommittee on Pacific Railroads, January 19, 1875, and ex¬ 
plained with maps and strings before the Senate Committee on Railroads, January 20, 
J875. 


]Mr. Chairman and Gentlemen of the Committee : This proposed 
rail-highway, which I am jiermitted to submit, is designed to connect 
Cliesapeake Bay with the Gulf of California. From Norfolk, Va., to 
Austin, Tex., there is a distance of 1,489 miles. This section will unite 
the James Kiver—the Atlantic terminus of the great central water¬ 
line of Virginia—with Gunter’s Landing, on the Tennessee, the begin¬ 
ning of the Coosa Canal in the Great Mississippi Basin. It will pass 
through the inexhaustibly rich iron and coal areas of Asheville, N. C.; 
of Chattanooga, Tenn.; of Birmingham, Ala. It will pass, also, through 
the great long-leaf pine districts of Jasper and Tuscaloosa, where is 
found, perhaps, the finest ship-timber in the world; thence, likewise, 
it will pass through the manufacturing interest of Columbus, and across 
Mississippi, Louisiana, and Texas, over their rice, sugar, cotton, cereal, 
and cattle belts. 

From Austin, Tex., the line passes 800 miles to the Pacific, to wit: 
75 miles to the German agricultural center of Fredericksburgh—the 
pioneer town of Central Texas—thence across the Texas plateaus, on 
or near the 30th parallel of north latitude, 300 miles, to Fort Leatou, on 
the Kio Grande, opposite to Presidio del Norte; from this point it 
enters Spanish America, and, via the alluvial bottoms of the Kio Cou- 
chos, 125 miles, reaches Chihuahua City, the capital of the great state 
of the same name, a city formerly of 70,000 inhabitants, and still the 
great distributive center for Northwestern Mexico. From Chihuahua 
City, via the passes of Kio Fuerte, it runs through the richest metal, 
mineral, coal, and timber regions of the Pacific slope 300 miles to 
Topolovampo. In a pamphlet descriptive of this proposed line, a copy 
of which is herewith presented, is found data relative to the harbor 


14 


of Topolovampo—here for the first time introduced to the world—as 
well as the present and prospective commerce naturally appertaining to 
this projected highway. 

Permit me now to invite your attention to the map, that I may the 
more intelligibly make a few illustrations. As Austin, Tex., is already 
connected with the great net-work of railways, post-roads, and water- 
channels of North America, it is to the western section of 800 miles, 
between Austin and Topolovampo, which separates the Pacific from 
the Atlantic, that we need at present turn our inquiry; and it is to 
urge that this section be surveyed and reported that the proposition 
is before your committee. 

The international rail-highway under consideration is claimed to be 
the most national and the least sectional of any possible line from the 
Atlantic to the Pacific Ocean •, and the more it is examined the greater, 
it is believed, will be the conviction of the superiority of this route 
over all others. In the said i^amphlet it will be seen that the ports on 
the Atlantic from Halifax, Nova Scotia, to the Kio Grande, are each and 
all nearer to Topolovampo than they are to Olympia, San Francisco, or 
San Diego. By means of the equidistant lines, which are here drawn, 
it is readily comprehended that Topolovampo is the apex of the great 
commercial V on the Pacific, for not only the United States but for 
Canada and Nova Scotia—the said harbor offering readier facilities to 
the metropolitan and industrial centers of these three countries than 
those offered by any other port on the Pacific. It is seen, also, that 
the equidistant line between Olympia and Topolovampo cuts Halifax ; 
but from Halifax to San Francisco and San Diego the distances are 
largely increased. Saint Paul, Minn., is equidistant between San 
Francisco and Topolovampo ,* but Omaha is nearer to the latter. Chi¬ 
cago is 221, and Saint Louis is 316 miles nearer to Topolovampo than 
to San Francisco 5 and so, likewise, to the extent of many miles, is every 
great, populous, and manufacturing center east of the Kocky Mount¬ 
ains, as is here seen geometrically demonstrated. If the eye is now 
turned along the San Diego-Topolovampo equidistant line, it will be ob¬ 
served the advantages in regard to distance are still astonishingly in 
favor of Topolovampo. Again, let Chicago, Saint Louis, or Detroit be 
the pivotal center from which a string is stretched to Olympia and 
then moved south; the distance between said center and the Pacific 
coast, it will be observed, grows less as the string travels down, and is 
found to be the least when it reaches Topolovampo j and from this har¬ 
bor, as the string moves south, the distance increases. 

Distances, however, are not the main arguments favorable to this pro¬ 
posed rail-highway. It is only after comparing the territories through 
which the radii would run from the Atlantic ports and the commercial, 
industrial, and distributive centers of North America to Topolovampo, 
with these other territories through which these radii would run to Olym¬ 
pia, San Francisco, and San Diego, that w^e are able to judge the great 
superiority Topolovampo sustains over every other harbor on the Pa¬ 
cific. For instance, Halifax is equidistant between Olympia and Topo¬ 
lovampo. In illustration, stretch a string from Halifax to Olympia; 
it runs north of the Great Lakes, across the frozen wilds of British 
America, not meeting two thousand human beings other than Indians 
after leaving the valley of the Saint Lawrence. Now, let the string be 
traced from Halifax to Topolovampo, and it will be seen it cuts through 
the greatest cities and industries tl the forty millions of people east of 
the Kocky Mountains, and after crossing the Texas plateau, of but 
three hundred miles, reaches the nine millions of republicans in Mexico. 


15 


If any of the great cities he selected^ such as Quebec and Montreal, in 
Canada, Detroit, in Michigan, Pittsburgh, in Pennsylvania, Indianapolis, 
in Indiana, or Washington, in this District, as a 2 )ointj and radii be drawn 
from each to San Francisco, San Diego, and Topolovampo, respectively, 
it will be found the comparisons, in reference to resources, industries, 
and population, are largely in favor of Topolovampo. 

It is from these facts, which are thus susceptible of demonstration, 
that the proposed Korfolk-Topolovampo rail-high way is claimed as offer¬ 
ing greater facilities to the inhabitants of the United States, Canada, 
New Brunswick, and Nova Scotia, for their communication with the 
Pacific; also, as offering a greater impetus to animate southern enter¬ 
prise; also, as offering a greater opening to develop the vast resources 
of Northern Mexico, than any other route heretofore suggested, or, from 
the topographical circumstances of our continent, than can hereafter be 
projected. 

]\Ioreover, it is equally jiroven by calculations, in the said pamphlet, 
that the European may reach Asia and Australia via Norfolk, Topolo- 
vanqio, and Hawaii at less sacrifice of time, money, and comfort, than via 
any other proposed route. 

The North American continent trends southwestwardly on the At¬ 
lantic coast, and southeastwardly on the Pacific coast, thus forming a 
wedge of continent which renders the distance across it less as the de¬ 
grees of latitude are reduced ; but while this land-distance is shortened, 
that across the Atlantic, between Europe and the United States, is in¬ 
creased as the latitude is reduced, rendering the distance from Liverpool 
to Galveston—5,0G0 miles—double that from Liverpool to Halifax—2,580 
miles. On the Pacific, likewise, the direct distances to Asia from ports 
in British America are less than those on the coasts of the United States 
and Mexico, Topolovampo being GOO miles further from Hawaii, the 
most advantageous center for all parts of the Pacific Ocean, than San 
Francisco is. The quickest time from Europe to Asia, all routes being 
equally free from obstacles, would be on that route having the shortest 
water and the longest land distances. In the economy of expenditure, 
however, the reverse would be the fact. The Norfolk-Topolovampo line 
is the longest uninterrupted land-route across our continent, and the 
passage from Liverpool to Norfolk is the shortest in regard to time, 
being in summer free from icebergs and in winter comparatively free 
from fogs, which are consequent and dangerous to the more northern 
sea-routes. As may be seen in the said pamphlet, these advantages 
more than overcome the GOG miles Pacific distance to the Sandwich 
Islands. 

Norfolk will be recognized as the port the farthest north unembar¬ 
rassed by ice and snow in the winter, and the farthest south free from 
tropical epidemics in the summer; consequently, as the harbor through 
which at all seasons passengers and freights may be forwarded to the 
great basin of the Mississippi and to the Pacific, which is a peculiar 
advantage this port maintains above every other on the Atlantic sea¬ 
board. Norfolk occupies the same superior relations to the back country 
on the Atlantic that Topolovampo monopolizes on the Pacific. Topo¬ 
lovampo, likewise, is the harbor farthest south free from the malaria 
prevalent in the tierras calientes of Mexico, being in fact in that happy 
zone of perpetual summer where it is too cool for the banana, and yet 
sufficiently warm for the luxuriant palm. As partial as these statements- 
may seem, for the correctness of which, howev’er, free examination is 
invited, the said pamphlet is offered for further information in reference 
to this latitude. 


16 


A^ain, it may be advanced as a feature in the argument of this Nor- 
folk-Topolovampo rail-high way, that Halifax is 480 miles nearer to Liver¬ 
pool than New York is, and the distance from New York to San Francisco 
is but 150 miles less than the distance from Halifax to Topolovampo ; 
hence quicker time maybe made from Liverpool to China and Australia 
via Halifax, Topolovampo, and Hawaii, than via New York, San Fran¬ 
cisco, and Hawaii. 

When the California Southern, now building, reaches Topolov’^ampo, 
quicker time may be made from Norfolk to San Francisco via Topolo¬ 
vampo than from New York to San Francisco via Omaha. Therefore, 
in the purposes for which it is desirable to shorten a rail-highway—to 
the achievement of certain ends in the quickest time and with the great¬ 
est economy of transportation—it is believed the international line from 
Norfolk to Topolovampo is the superior, and the more its claims are 
inquired into the more will its merits be developed in vindication of the 
truthfulness of the statements which are here presented to your com¬ 
mittee. 


[ 11 .] 


Su 2 )plementari/ Eemar'ks of A. K. Oicen, C. E. 


Head before the House Sub-Committee on Pacific Railroads, January 19, 1875. 


Mr. Chairman and Gentlemen of the Committee: Such is an 
outline of the grand scheme which is submitted for your approval. In 
Illy judgment it is not only the most economical of all plans yet devised 
to cross our continent, but in its contemplated utility it is believed to be 
equally without a rival. In thus uniting the Chesapeake Bay with the 
Gulf of California, more than sectional interests are concerned. Our 
Southern States and those of Northern Mexico furnish a well-defined 
line for a highway intermediate between Europe and Asia. By the 
topographical and the geographical claims of the route, nature would 
seem to have determined the line from Norfolk to Topolovampo for the 
great highway across our continent, as surely as the same almighty laws 
have established the Mississippi Biver as the great water-channel from 
the Northwest to the Southeast. The adoption of this line will diminish 
the distance, shorten the time, lessen the expense, and subject the mer¬ 
chant and tourist to fewer interruptions and discomforts than any other 
route from Liveriiool to Hong-Kong and Sydney; and, consequently, it 
must prove a great boon to four continents—Europe, America, Asia, and 
Australia. 

The beneficial results of this proposed highway to the Southern States 
and Mexico are of very great importance, and i^romise to be invalua¬ 
ble to them. Over and above all financial considerations, however, will 
be the blessing of its influence in promoting order and security among 
the people—in furnishing them the stimulus to a settled life, and the 
thrift and comforts of its pursuits. The sympathy and aid of every 
section of our confederation should be extended to the project, as the 
promised means of starting vigor to their industries, and of opening- 
up Mexico and the South to a commercial, industrial, social, and politi¬ 
cal status commensurate with their greater physical resources and supe¬ 
rior geographical advantages. 

Civilization was never more dependent upon one thing than it now is 
upon the facilities of communication. In the Eoman era the construc¬ 
tion of roads was considered no less important than the buildin"- of 
fortresses; and a nation’s strength may be judged by the number and 


17 


tlie direction of its liioliways. The rail-car and the steamboat of our 
century are so great an advance over the locomotion of ])revions ages, 
that they are not merely a necessity for the civilization that exists, but 
are themseh'es the greatest of all civilizers. They are not a dei)endent 
force, but an originating, aggressive, and ever-increasing creator. The 
l)o\vers of by-gone times could but subdue countries already inhabited. 
They never attained to that greatest of eomiuests, the converting of 
the aspect of boundless, sterile regions into fertile, populated, civilized 
countries. Yet this is what the steam-engine has done, and is now 
doing, for the vast continents of xVmerica and Australia; and this it is 
that is now rai)idly changing the very conditions of the peo{)les and 
countries of India and Russia. All nations are yielding their acknowl¬ 
edgments to the great and enduring achievements of mechanical science. 
It is the steam-whistle of the locomotive, boat, and factory, which is 
sounding the knell of every social and political disorder. The Ibicilic 
Railroad solved the Indian and iAIormon difilculties, and brought the 
bordei’outlaws under the authority of our civil code. The Intercolonial 
Railway will render a similar service to Canada. The Mamore and Beni 
narrow gauge of Brazil and Bolivia is making the same decided advance 
in South America ; and the Khedive of Bgyi)t is extending the benign 
inlluence into the center of Abyssinia. India is secured to the iron 
grast) of her possessor by railways, which annihilate space and multiply 
force. By her railroads Russia is uniting and fertilizing heretofore inac¬ 
cessible districts. Bern and Chili l)y railroads are rendering their un¬ 
trodden lands available to the surplus po[)ulatioii of crowded nations; 
in fact, railway enteri)rise is a cure for the social and political problems 
of modern life. Poverty, revolution, brigandage, religious persecution, 
and social singularities disappear betbre this all-powerful agent. Where 
armies and legislation are powerless, the locomotive-engine does not 
fail of success. Railways will remove the ditliculties of Italy, Greece, 
Spain, Turkey, Mexico, the Territories of the United States, as their 
respective governments comprehend their uses, and construct them in 
the interest of the people, and not in the monopoly of a privileged 
class. Facilities of communication—which mean regular, rapid, com¬ 
fortable, and cheap carriage—the intercluuige of ideas, and the develo[)- 
ment of diversitied industries, are the pioneers of prosperity; and the 
highways are an index of a nation’s intelligence, culture, and intluence. 

It has been the South’s misfortune in this utilitarian age to have had 
her talents and energies directed to pursuits agricultural, prohibitory uf 
other interests. In a new country, agriculture necessarily absorbs the 
occui)ation of the colonists. Then trades, mechanical arts, manufac¬ 
tures, and commerce must follow, to insure either individual or national 
prosperity. A people cannot be highly prosperous without diversitied 
industries. Agriculture alone will not sustain a great section. Strange 
as it may appear, agricultural people are the only nations which perish 
of famine. India, Persia, Mongolia, Ireland are instances. The true 
policy of every community, therefore, is to cultivate the earth, manufac¬ 
ture its products, and send the surplus abroad in exchange for those ne¬ 
cessities and luxuries which their own country and industries cannor so 
readily furnish. The South’s dependence on Europe and the Northern 
States for a market for selling raw products, as well as for buying her 
essentials in scientihe husbandry, mechanical arts, and skilled labor, has 
drained her of. her wealth. The secret of national and sectional success 
is the encouragement of diversified industries. In the ^North, East, and 
West, the highest talents have been diversified in jn’ornoting trades, in 
developing the resources of the country, in making inventions, in facili- 

2 A T 


18 


tating intercourse and exchange with the interior and foreign countries, 
and in educating the people in the culture of skill, science, and the 
arts. 

There is no section of the world which has more natural facilities and 
resources, or a more desirable climate, than the cotton, tar, turpentine, 
tobacco, rice, sugar, timber, iron, coal, and pastoral States of the South. 
Their physical and geographical advantages are pre-eminent. The pres¬ 
ent and prospective industries of the South depend upon the Kanawha 
and Coosa Canals, and on the Chesapeake-California Gulf Grand Trunk 
Kailway. When these are built, the basis for her wealth and influence 
is established. A transcontinental line through the Southern States is 
not only essential to the progress of the Southern States and Mexico, but 
is necessary for their existence as a commercial and manufacturing peo- 
I)le. It is a necessity for not only the prospective commerce east of the 
Kocky Mountains, but it will secure across the continent a regular, 
rapid, comfortable, and cheap intercourse between Europe and Asia. 
The Chesapeake-California Gulf Overland should claim the first atten¬ 
tion of the Government, for the reason that its construction would give 
the earliest and greatest stimulus to immigration, capital, commerce, 
and diversified industries in the South with less expenditure of labor; 
and it could be completed in less time than any project of like import in 
the power of the American people. It is the foundation for the realiza¬ 
tion of every wish the Southern people may have in the direction of en¬ 
terprise and progress. Its construction is essential to the digging of 
the canals from the Mississip])i to the Atlantic, and must precede them. 
The friends of the one should be the advocates of the other. They are 
co-operative of a grand system of internal national highways. The Ka¬ 
nawha Canal is calculated to be a labor of several years, and of 
$(10,000,000. The Coosa is approximated at $39,000,000. The Austin- 
Topolovampo section of the road under consideration, I figure, will cost 
$24,000,000. This allows $25,000 per mile for 650 miles, most of which is 
plateau, and $58,333.33^ for 150 miles, which, it is thought, will cover 
the mountain work. The figures will not be deemed small when it 
is considered that labor in Mexico is but 37^ cents per dayj that 
there is no frost or snow to contend withj that the streams are not 
difficult to cross; that abundance of material is found that 

the topography is comparatively easy in the greater section of the 
distance; that the bases for supplies are convenient, and that the 
utensils, materials, and rolling-stock for the Mexican division may 
be taken into that country free from duties and taxes. The calculation 
is for the ordinary gauge of 4 feet 8J inches, and in every respect lor a 
first-class road. Never was there a project which promised so much to 
be achieved with so little expenditure of money and time; and let me 
impress my convictions, that in giving assistance to the Great Southern 
Overland, the Government takes the most feasible, and certainly the 
most expedient, step for the completion of the Kanawha, Coosa, and the 
other canals which are so essential to the commerce of the Northwest 
and Southeast. 

The increase of our population annually averages one million, of which 
450,000 are imniigrants, in those years of our protected industries, and 
of these latter 400,000 settle along the western lines of rail. When the 
Chesapeake-Oalifornia Gulf line is assured, immigrants wdl flock to the 
South, many of them as skilled laborers, artisans, and mechanics* 
trades will start; capitalists will center in the great cotton, tobacco, rice^ 
sugar, and grain El Dorados of the South ; our rivers and wild water¬ 
falls, which now murmur and flow in solitude, will propel thousands of 


19 


water-wheels and millions of shuttles and spindles; ^the raw cotton now 
exported for want of home industries, will be manufactured into cloth 
and exported, but which, instead of bringing into the South one hundred 
and seventy-one millions of money annually, as it now does, will then 
be worth $855,000,000, or live times the price of the raw article; and the 
$400,000,000 which the South has been paying each year into the coffers 
of the North for the common necessaries of every-day life, will be re¬ 
tained in the South to foster home industries. The South could well 
afford to pledge her credit to build this road, for it would pay for itself 
in one year, indirectly, by the general conlidence it would diffuse along 
its entire route. This, however, is but its utility in developing the re¬ 
sources of the South. 

Beyond its consideration in behalf of the Southern States, it will bring 
the great southwestern portion of Texas and all of Mexico, with her in- 
tertropical plateaus and her tropical tierras calientes of the coast, at our 
doors. The nine million of generous and well-disposed people in Mexico 
are begging to have a highway opened to them, that they may cultivate 
commercial and social intercourse with the forty millions of this country. 
In the world there is not another land so rich as Mexico. It is one vast 
mass of mineral, metal, pastoral, and agricultural wealth. California 
was always considered the worst section of the Mexican territories ; yet, 
behold the enormous wealth and influence it has attained inside of 
twenty years. In 1850, the demand for the Union Pacific came from 
twenty millions of people seeking an outlet on the Pacific; and tliere were 
none to answer it beyond the Pocky Mountains. Again, in 18G0, the cry 
for an outlet to the Pacific was urged by thirty millions on the Atlantic 
slope, to whom now five hundred thousand voices from the Pacific coast 
respond. The Union Pacific Company was not incorporated, however, 
till July, 1862, but the road was finished, in spite of disunion and war, 
jMay, 186U. Behold the advance of the entire continent since ; but es¬ 
pecially note that barren, mountainous, Indian-horded California, rais¬ 
ing $25,000,000 worth of wheat last year. The barley crop was valued 
even at a greater sum. She raised twenty-five million pounds of wool, 
valued at $7,000,000. Seven million dollars worth of cattle were sold 
in her markets; and three million gallons of wine, valued at $5,000,000, 
were made in her vineyards. Observ^e her great manufactures of wool, 
paper, and ice; her silk culture and industry; her gardens, orchards, 
and fruiteries; her immense mining enterprises and commercial in¬ 
terests ; her handsome cities; her prosperous, cultivated people. 
Her kindred, but more genial territory, still under Mexican con¬ 
trol, is even more favored in mineral, metal, pastoral, agricultural, 
and climatic resources. Her mines are fabulously rich, are com- 
])aratively little worked, and, in hundreds of instances, unclaimed. 
Bead the “Mines of Mexico,” by Ward, and be assured that the metal 
and mineral deposits in Chihuahua, Sonora, and Sinaloa are the richest 
in the known world. There are tin, cinnabar, copper, lead, magnetic- 
iron, bismuth, silver, and gold, in inexhaustible quantities. There is 
not a mineral known which is not found in Mexico. Many handsome 
and rare varieties of marbles, jaspers, agates, porphyries ; also jet, ala 
baster, plumbago, kaolin, saltpeter, soda, sulphur, salt, ochre, lime, 
gypsum, guano, and rich fertilizing marls, which would be invaluable 
for the exhausted lands of the Southern States. Cotton, copper, indigo, 
rice, tobacco, maguey fiber, grapes, sap of the rubber tree, cereals, escu¬ 
lents, tropical fruits, spices, medicinal gums, barks, and roots, cochineal, 
ornamental and dye woods, timber, flax, wool, orchilla, hides, pearls, 
shells, oysters, and fish, all enter into the articles of export as raw ma- 


20 


terials. The leaniifactnred goods, at present, are saddlery, and other 
works in leather, ‘manta, clay ware, porcelain china, hats, blankets, 
paper, hair ropes, cordage, bagging made from the maguey fiber, mat¬ 
ting, woolen carpets and cloth, cocoa, coquito and olive oils, molasses, 
rum, tequila, sugar, cigars, works in gold, silver, and feathers ; and if 
the silk-culture is to become important on this continent, Mexico is its 
fitted field. 

This, however, is but a portion of the trade. Look at the great ranges 
for stock, sheep, and goats in Mexico and Texas. Contrast the desert 
wastes of Australia, with the grassy plateaus and the cheerful valle^^s 
of Texas and Mexico ; and then con template the vast developed resources 
of the former, and what might be attained in the latter. The wool-crop 
alone of Australia is worth $150,000,000 annually, and when manufac¬ 
tured it is valued at $500,000,000. Mexico and Texas are the most 
favored regions for raising sheep and stock in the world. The export 
of cattle from Texas in 1871 was 600,000 head. This would have re¬ 
quired the carrying capacity of five trains per day for the entire year. 
In the Carrisal and Encinallas Valleys of Mexico there were a few years 
ago 250,000 head of stock. These great stock districts are in our pro- 
nosed line. The best bituminous coal found on the Pacific slope—and 
the only veins yet discovered south of Mount Diablo, California—as 
well as the only anthracite, except that near Santa Fe, New Mexico, 
which has yet been found outside of Pennsylvania, is in those regions 
in Mexico crossed by this great overland highway to the Pacific. If it 
were but to'reach these fields of coal, and to get to the great larch, 
oak, and pine forest, 300 miles long by 80 miles wide, which lies west of 
Chihuahua City, it would be ample inducement to build this line of rail. 

The exports from the United States to Mexico would be, for the pre¬ 
sent, all classes of mechanical implements and combinations, all agri¬ 
cultural and labor-saving machines, all articles of convenience, luxury, 
and comfort. At what may be estimated the value of this commerce, 
when it is considered that to the greater portion of the people neither 
axes nor wheelbarrows, Yankee patents nor quack medicines, are acces¬ 
sible? Mexico, it is repeated, is the richest field for railroad, commer¬ 
cial, manufacturing, mining, and agricultural enterprise on the earth’s 
surface. Its streams are capable of great water-power, and its climate 
is the most invigorating and pleasing on this continent. Mexico is as 
thickly populated as the United States, and yet has but 300 miles of 
railroad. Had Mexico as many miles of rail in proportion to population 
as Colorado, which is upon the same plateau, and one-half of which in 
1846 was a part of the same country, it would have 90,000 miles. The 
circulation of money, per capita, in Mexico, is equal to that in the United 
States—$14; but lier money is silver and gold, and consequently her 
industries are subsidized to Europe even to a greater extent than ours 
are. 

Mexico contains cotton-factories, perhaps the nearest complete, in 
machinery, in their appointments, and in ornamented grounds, on this 
continent. There are, also, her paper and woolen mills, and iron found- 
eries, the manufactured articles of which are valued at $100,000,000 
annually. Her interior trade is estimated at $400,000,000, and is con¬ 
ducted, almost exclusively, on the backs of mules and men, over mount¬ 
ains and across rivers, where roads and bridges are little known. But 
one-eighth of the arable country is cultivated, and even that but poorly, 
yet the cereals and esculents are valued at $260,000,000. The annual 
production of silver and gold is from $30,000,000 to $50,000,000, or twice 
that of California. The coinage is $28,000,000. In 1872 the bullion ex- 



21 


ported equalled $18,000,000. It must be considered, also, tliat tlie few 
mines in operation are worked in the same primitive manner as they 
were by the Indians 300 years ag*o. The United States imported from 
^Mexico, last year, articles to the value of $18,500,000, and exported in 
return $0,500,000, and this too under the above-mentioned difficulties 
of ^lexican transportation. 

Mexico and her untold wealth are within a day’s ride of the Missis- 
sip[)i River. Wonderful it is that the United States has had an India 
at her side, with a coterminous boundary of 1,800 miles, for a hundred 
years, and yet has not made an ettort to develop a market with her 
nine millions of people ! What would England have done under similar 
conditions f What may be said of Yankee diplomacy here ? Inquire 
how many thousands of millions England has spent in getting control 
of India, Australia, and Canada, simply to create a market for her goods. 
Look at France with her Algiers, Si)ain with her Cuba, the Dutch with 
their Java, and Russia with her Khiva. Here, too, let it be contrasted 
that in 1800 the Union Pacific, of 1,774 miles, was urged by thirty 
millions on the Atlantic slope, with but five hundred thousand in 
response from the Pacific shore; while the Austin-Topolovampo section 
of Uie Great Southern—but 800 miles long—is advocated in the interests 
of forty millions on the Atlantic shore, and in the response of nine 
million republicans in ^Mexico. Look at the perseverance of the Cana¬ 
dians. Hugh Allan is to force his road across the continent on or near 
the 52d parallel of north latitude, through an uninhabited region, by a 
route not yet determined, to some place in the wilds of the Northern 
Pacific coast not yet designated, embracing a distance of 2,685 miles, 
and at a cost of $103,000,000, and when completed may be oper¬ 
ated, perhaps, six months in the year. Think of Jay Cooke, and 
his enthusiasm in advancing from an unknown spot on Lake Superior to 
an unsettled locality on Puget Sound, depending upon carrying his 
settlements with the road, and after overcoming these embarrassments 
might, in favorable seasons, run his trains from ocean to ocean, probably 
nine months out of the twelve. The Kansas Pacific was built from the 
Missouri River—639 miles—to Denver, to meet a direct population of 
but five thousand miners, and that, too, over a country so destitute of 
water, timber, and mineral resources as to have continued almost use¬ 
less to man and beast. The Texas Pacific is projected to cross the 
plateaus 1,600 miles to San Diego, one thousand miles of which will be 
through an alkali desert, which must subject the road to a dependence, 
for years, mainly upon the through trafiic. But the greatest example of 
railroad enterprise is seen in Plgypt, where the Khedive is running a line 
of 600 miles, across the Nubian Desert, into the center of Abyssinia, to 
a people primitive and barbarous in the extreme; and yet the project 
gives assurance of success and profit to the inojectors. Has our country 
an argument why her railroads should not be pushed to the Pacific 
across Mexico? 

If ever Mexico is to be redeemed from anarchy and misrule, it must 
be effected through the influences of the locomotive-engine. The con¬ 
viction is fastening itself upon the public mind that at an early day we 
shall be compelled to exercise a controlling influence in that country; 
and when it is comprehended that this can be achieved quickly and sub¬ 
stantially through the instrumentality of the Austin-Topolovampo line—- 
what satisfaction that the contemplated means may be peaceful in the 
interest of an elevated humanity, and in no way Jiumiliating to Mexico. 
Commerce, when «^isely controlled, makes friends of nations. For our 
manufactures we would, at first, be paid in wool, hides, animals, minerals. 


22 


&c.; but when Mexican labor began to be protected and intelligently 
directed, we should receive the more valuable products of her tropical 
growths. 

Avoiding the malarious belt, which stretches along the entire coast of 
Mexico south of the twenty-fourth parallel of north latitude, we reach 
the Pacific by a route eminently salubrious. The through trade of this 
line must necessarily be great; but it is the local business, as with other 
Pacific roads, which must develop its usefulness ; and in this comparison 
with the other overland lines, the proposed international will claim very 
great superiority. Trains conveying passengers and merchandise from 
Saint Louis and Chicago, will reach Mexico in five or six days, and pass 
en route for the interior and the western coast. This interior and coast, 
where coffee, cochineal, coquito oil, and all tropical fruits, spices, log¬ 
wood, &c., are found in abundance, may be reached with less inter¬ 
ruptions than San Francisco; and a valuable commerce with these 
tropical and intertropical sections may be thus established, even by 
Saint Louis and Chicago. 

One of our great problems is cheap and quick transportation. The 
diversified resources, the topographical and climatic advantages of the 
Chesapeake Bay and California Gulf route, offer its solution. It is here 
predicted that every facility and comfort known to modern travel may 
be given to passengers for one cent per mile, and security and quick 
transit to freight, averaged goods, for one cent per ton per mile, from 
ocean to ocean, instead of the exorbitant prices charged by the lines 
now running. If twenty transcontinental lines are built, and run in the 
interest of privileged corporations, the bringing of the nations on the 
Pacific into social and business relations with those on the Atlantic will 
be but partially accomplished, for the journeying and the sending will 
be beyond the means of the masses, and the country, therefore, as large 
and as sectionalized and as impolitic as ever. The distance from New 
York to San Francisco via the Union Pacific is 3,303 miles, against 2,289 
miles from Norfolk to Topolovampo—a direct gain of 1,014 miles for the 
latter; and as it has been shown in the said pamphlet that the curva¬ 
tures and gradients must be largely in favor of the Norfolk-Topolovampo 
route, and as these control, in a great measure, the working expenses, 
it is hoped the tariff per person from ocean to ocean may be reduced 
from $138 to $23, besides a saving in time of about two and a half days. 
Thus the Pacific and Atlantic are brought as near together, on the lati¬ 
tudes of Norfolk and Topolovampo, as between Panama and Aspinwall. 
For distances of 200 miles and less, two cents per person per mile will, 
it is believed, prove remunerative ; and from 200 to 500 miles, IJ cents 
per person per mile. Coupon-tickets may be sold for much less. The 
inducement such reduction would offer to travel, and the distributed 
population and varied resources through which the line would pass, 
must fill the trains both ways—and a railroad thrives in the proportion 
that one section of its line lacks that which another has facility for 
supplying. 

Would it not be an advance in our system of self-government, were 
the Government to control not only the carriage of our letters and mon¬ 
eys and packages, as it now does, but likewise our rail-highways, which 
transfer our persons and properties; our telegraphs, which exchange 
our thonglits ; our canals and water-ways; and our ways and means of 
payment? When the people allow privileged parties to monopolize 
these, they confer the power which subsidizes their own industries and 
embarrasses their own movements. In duty to its own citizens, and in 
friendship toward Mexico, therefore, the Government should push this 


23 


national higliway from Austin toTopolovampo. Individual efforts sliould 
not be compelled to do works of international importance. The loco¬ 
motive must precede the plow and the town the farm, where the rivers 
are not navigable. No citizen sliould be forced to settle upon the Texas 
plateau or to pay taxes in advance of the steam-engine. 

Gentlemen, the people agree with Congress that the Government must 
practice economy, or all is disaster, war, and revolution. There can 
be no economy, it is suggested, and no national prosperity, while the 
national labor is unoccupied. When our inexhaustible resources and 
unlimited advantages are contemplated in conjunction with our wealth- 
producing masses, and the stagnant condition of the one is contrasted 
with the destitute condition of the other, is it not suggestive of the 
remedy ? The masses need the factories and the furnaces to be put in 
operation, and the nation needs the product of these to augment her 
markets and multiply her commerce. During this masterly inactivity 
the nation is subjected to this vast expenditure of wasted labor. Let 
the Government, therefore, institute a system of economy at the cost 
of whatever is required to encourage every arm and brain to healthful 
action. This is economy—comprehensive, national economy—and every 
attempt to economize which fails to employ the nation’s labor, must bo 
a national failure in economy. 

If the Government has metallic money to build works of national and 
international necessity—such as will give work to the masses, and re¬ 
store her commerce upon the seas—and the ])eople will accept it in pay¬ 
ment for their services and wares, then let it be paid out in exchange 
for those services and wares; but if the Government has not the me¬ 
tallic money, and the ])eople will accept legal-tender Treasury notes in 
payment for their services and wares, and not ask that these notes be 
redeemed otherwise than with their own exchanges and for dues to the 
Government, in the name of the nation, why not issue Treasury notes in 
the encouragement of labor, until there is no longer a stagnant product 
or an unemployed arm ? 

The nation needs that our half-made roads to the Pacilic and the ca¬ 
nals from the Mississippi to the Atlantic be completed. Money paid 
out in exchange for a railroad and canal goes into general circulation, 
and is not immediately consumed as bread issued to an army. A three- 
cent i)iece, paid to a laborer on a railroad or canal, will probably change 
hands ten times a day, effecting a circulation in the year to the extent 
of 8100; or, if it is estimated on both sides of the exchanges, to that 
of 8-00. Therefore, a three-cent piece paid for constructing a national 
highway is of more value to the people than all the gold and silver in 
the worhl would be piled up unused in the Treasury at Washington. 

The Union Pacific roads earn 811,000 per mile. Allowing the earn¬ 
ings of the Austin-Topolovampo line to be the same, or, for facility 
of calculation, but 810,000 per mile: titty per cent, for net receipts 
r=8'5,OOOx800 = 81,000,000. This cancels the 824,000,000 expenditure 
in six years, and the highway belongs to the i)eople. 

There is no company or organization associated with this proposed 
road. It is a project of my own conception ; and I am its sole repre¬ 
sentative, as I am here in its advocacy not only unsupported, but, like 
the project, unknown. 

The Government has made the surveys of all Pacific routes so far 
proi)Osed, and it is hoped the importance of the Austin-Toi)olovampo 
section will not be thought unworthy of the same examination. 

A preliminary survey, report, and ma]) may be completed in four 
mouths, with an appropriation of 820,000. tShould the Government 


24 


accept the suggestions contained in your petitioner’s memorial, it is 
possible to offer the traveling and transporting facilities of the said 
Austin-Topolovampo section to the accommodation of tlie \yoiid at the 
period of the American centennial celebration. Therefore, in consider¬ 
ation of these views, let it be 

Resolved., That a transcontinental rail-highway through the Southern 
States of the Federal Union and the Northern States of the republic 
of Mexico is a necessity for the iiresent and prospective commerce of 
the two republics and the world. 

Resolved., That the said road should constitute, in conjunction with 
the canals of the Mississippi Basin and other highways, a system of 
national internal improvements. 

Resolved., That the great national rail-highway should cross the Mis- 
sissiiipi Kiver below its great tributaries. 

Resolved., That it should be on a line the least sectional and the most 
national. 

Resolved., That in locating the said line, it should be rendered sub¬ 
servient to interoceanic demands and to the development of American 
commerce. 

Re.^olved, That the route should be free from winter interruptions and 
summer epidemics, and should be selected in reference to the facilities 
and geographical prominence of its termini. 

Resolved., That the claims of the Chesapeake Bay and California Gulf 
route meet the approval of this committee. 

Resolved., That this committee recommend that the Government order 
a survey, report, and map of the Anstiu-Topolovampo section of the 
proposed rail-highway, and ask permission of the Mexican government 
that the said survey, report, and map may be extended across her terri¬ 
tory to the Pacific. 


[ 12 .] 


Washington, D. C., 

February 22, a. w., 1875. 

Beau Sir : It is desired to call the attention of the committee still 
further to the importance of recommending a surv^ey of the Austin-Topo¬ 
lovampo Pacific route. 

The continent of North America is in shape like a wedge. The Atlan¬ 
tic coast trends southwestwardlj^; the Pacific, southeastwardly. The 
great sterile region, which extends from ocean to ocean in Bussian and 
British America, grows less as the latitude decreases, until it emerges 
into the cotton-lands on the Gulf of Mexico. Moreover, it will be seen, 
by referring to the map of the United States and Mexico, just ])ublished 
by O. D. Case & Co., on which topography is made a specialty, that from 
the 50th to the 25th parallel the Rocky Mountains are likewise wedge- 
shaped. 

Admitting the above facts, which accord with the most close inv^esti- 
gation, it must, also, be granted that the Austin-Topolovampo Pacific 
route crosses the north continent on that parallel where the plateaus 
and mountains are least wide, and on a route where the gradients are 
likely to be light and the tangents long, and in consequence upon a line 
which will secure rapid travel in conjunction with reduced exi)enditures. 

On a map showing the explorations and surveys from the Mississippi 
to the Pacific, made by Edward Freyhold in 18G8, by order of the War 
Department, a copy of which hangs in the room of the committee, there 
are fifty surveys recorded. These, together with as many more, partic- 


25 


nlarly the surveys of the Ohio and Cliesapeake, James and Kanawha, 
Coosa, Fort Saint Philip, and the nninerons surveys of the Tehuantepec, 
Nicaragua, Panama, and Oarien Canal and Kail routes, have been made 
under the direction of the War and Kav^ Departments, at the sugges¬ 
tion of some one or more individuals, to "the end that information rela¬ 
tive to their claims be olticially reported to Congress and the jieople, 
and this, too, long before any organization was formed to construct the 
work. 

The railroad-routes to the Pacific were inaugurated in 1853, at the 
suggestion of Jelferson Davis, then Secretary of War. Since tlien Con¬ 
gress has ordered survey after survey to be made on the routes known 
as tlie 32nd, 35th, 38th, -list, 47th, 48th, and 49th, parallels; and these 
surveys were made in advance of their respective railroad organizations. 

The survey of the 30th-])arallel route from Austin, Tex., to the 
Kio Grande, and thence across Mexico, as iietitioned in Senate bill No. 
1199, is a line heretofore unsuggested, and yet it is proven that it will' 
give every port on the Atlantic coast, and every great center of industry 
and population in the United States and Canada, east of the Kocky 
IMountains, the nearest and least interrupted route to the Pacilic Ocean. 

The printed information before the committee, relative to this route, 
claims for it great national and international importance, and therefore, 
as Pacific routes are under consideration by Congress, and are urged by 
the people, it is prayed that the committee recommend the Austin-Topo- 
lovampo survey, to the end that its advantages be officially reported, 
and an organization encouraged to build the highway. 

Earnestly and respectfully. 


A. K. Oaven. 


Hon. William M. Stewart, 

Chairman Senate Committee on Railroads. 


[13.1 

This pamjddet invites attention to Hamilton Koads and Topolo- 
vampo, as the tit termini of an internatioual railroad. To connect these 
two havens and give the system of highways of Nortii America an out¬ 
let to the Pacific Ocean, requires but eight hundred miles of track from 
Austin, via Chihuahua and Sinaloa, to this i^acific harbor. 

Early in 1872 the undersigned, in company with others, crossed from 
Colorado, via the Mesilla Valley, into Mexico on a railroad reconnois- 
sance. The expedition luoving favorable to the construction of the 
Mexican section of the Denver and Kio Grande Kail way, the under¬ 
signed was commissioned to examine the Pacific coast and the passes of 
the Sierra Madre of Northwestern Mexico. It was while iirosecuting 
these explorations that his attention was attracted to the “ Smuggler’s 
Ketreat.” After three days spent on its waters and picturesque shores, 
in examination of its harbor fitness, and furthermore assuring himself 
of the existence of a feasible route over the Sierra Madre via the val- 
le 3 ’S of the Kio Fuerte, this ocean-to-ocean line was projected. 


The great southern overland.) Europe to Asia, across North America, via the 
Southern States and Mexico, uniting the Chesapeake ivith the Facific, by 
the construction of eight hundred miles of rail from Austin, via Chihua¬ 
hua City, to Topolovampo. A harbor of the first magnitude now for the 
first time disclosed to the world. 

All Europe is moved with the “ Eastern Question,” Turkey and the 
transit for the commerce of Asia between the Mediterranean and the 
Persian Gulf. 


26 


All America should not be less concerned with theWestern Ques¬ 
tion,” Mexico and the transit of the United States for the commerce of 
the Orient between the Atlantic and Pacific Oceans. 

Had there not been a continent for Columbus to discover, there would 
have been from China to Europe one vast unbroken waste ofwaterscov- 
ering more than two hundred degrees of longitude. America divides 
this water expanse—the United States and Mexico interpose between 
Europe and Asia. 

Lesseps, with his canal, tried to secure the great highway of nations 
to the interest of France; Turkey is advocating the merits of the Eu¬ 
phrates and the Persian Gulf; Colonel Church, in behalf of the Bolivian 
and Argentine authorities, is extending the facilities of the Madiera and 
Mamore Riv^ers ; the American-Asiatic Society is working for the greater 
claims of the Central America Isthmian routes; Jay Cooke, esq., is 
pushing his Northern Pacific; the Union Pacific is struggling with the 
snows of the Sierra Nevada ; the Atlantic Pacific is contending with the 
topographical difficulties of} ue 35th parallel; Colonel Scott proposes to 
cross the deserts of the Gila an 1 Colorado; the followers of General An¬ 
gel Trias proclaim the advantages of the Guadaloupe Pass and Guayraas 
Harbor; J. Sanford Barnes, esq., has in prospectus a terminus at Mazat- 
lau for the Texas International; and Generals Palmer and Rosecrans 
are laboring for a line from Tampico to Banderas Bay. All thOvSe have 
in view the control of the European and Asiatic exchange. 

It is after a study of these different routes that attention is asked to 
this new railroad scheme, which has for its object the connection of the 
Atlantic and Pacific Oceans; the opening of the mineral, metal, timber, 
pastoral and agricultural wealth of Mexico; the development of the 
Southern States, and the securing of the Asiatic and European com¬ 
merce. It is assumed from personal reconnaissance and from the trav¬ 
els and writings of others, that this proposed route has superiority over 
all the transcontinental lines j and that it is a movement ])resenting the 
greatest facilities for the commercial intercourse of the United States, 
with Mexico, Europe, and Asia, which the physical circumstances of our 
continent can offer to the enterprise of the America!i people. The route 
in prospectus designs to unite Hampton Roads with the great and almost 
unknown harbor of Topolovmmpo, on the Gulf of California, latitude 25^ 
32' N., by crossing Mexico, via Chihuahua City, to Austin, Tex.; 
thence by the existing roads between the latter ami the Chesapeake. 

The late Com. M. F. Maury describes the claims of Norfolk or its vic¬ 
inage as the Atlantic port, and shows that it is the “Apex of the great 
commercial V” of not only the Mississippi Basin and the United States, 
but of all Europe, the West Indies, Brazil, and other South and Central 
American ports. In short, the natural advantages of Norfolk as the 
Atlantic port are admitted. And although Topolovampo is unknown 
o commerce and the world, yet for its harbor-accommodations it is not 
inferior to that of New York. Col. Frederick G. Fitch, C. E., and com¬ 
puter of Capt. Charles P. Stone’s survey of the California Gulf, reports 
the resources, populations and climates of Lower California and North¬ 
western Mexico, and describes also the Gulf of Cortez and Topolovampo 
Bay. Dr. B. R. Carm in, ex-consul at Mazatlan, writes concerning the 

Smuggler’s Retreat,” which the Mayo Indians call “ Topolovampo,” 
and which we translate “ Hidden Bay,” or Secret Water.” The testi¬ 
mony of these two authorities concerning Toiiolovampo as the great Pa¬ 
cific port, corresponds with the information of the undersigned, after a 
thorough examination of its waters and shores. Not only thus, but the 
water survey and map of Topolovampo by Com. Wm. T. Truxton, com- 


27 


manding U. S. S. Jamestown, reported to Eear-Admiral Thos. T. Cra¬ 
ven, commanding North Pacific Squadron, togetlier with extracts from 
his journal, will be found conclusive as to the merits of Topolovampo for 
a great commercial depot. 

Furthermore, in the design of uniting these two harbors, will be the 
report of Dr. Charles C. Johnson, the recognized amateur authority of 
Northwestern JMexico, to Major Gregg, in reference to tlie Rio Fuerte 
Pass, which runs between Chihuahua City and the Pacific. Mujor Gregg, * 

in 1853, proposed to construct a wagon-road from the Santa Eulalia 
Mines to the Gulf of California, but revolution stopped the movement. 

The climates, populations, industries, intersecting streams, &c., bear- 
ing upon this proposed line, are to be found in the physical surveys of 
our continent. “ Lloyd’s great map,” showing the railroad and steam¬ 
ship routes over the United States, and to and from the ports of both 
oceans, consolidates the importance of a southern overland route. Its 
assistance to the southern lines, and to those leading into all sections of 
the Mississippi Basin, would be recognized, as well as the impetus it 
would give to Matagorda Bay, Galveston, New Orleans, Mobile, Savan¬ 
nah, Charleston, Wilmington, and other seaboard ports of the Atlantic ; 
it would even increase the opportunities of Baltimore, Philadelphia, New 
York, Boston, Halifax, and Quebec, by giving them a shorter and more 
reliable connection with the Pacific, and the longitudinal lines in pros¬ 
pectus on the western and eastern slopes of the Pocky Mountains. So 
impressive are the geographical relations of this new outlet, that the 
examination of it, it is believ^ed, will lead to the conviction of its claims. 

But the facilities of Topolovampo Harbor, and the advantages of the 
Topolovampo route, will be appreciated commercially only by comparison 
with the facilities and advantages of other harbors and other transcon¬ 
tinental routes. By the map, then, it may be seen the distance from 
New York to Topolovampo, via Austin and Chihuahua, is equal to that 
from New York to Mazatlan, via Austin and Laredo. In a pamphlet 
issued by the Texas International this distance is estimated 2,559 miles, 
which is 381 miles shorter than the New York-San Diego line; 744 miles 
shorter than the New York-San Francisco line; and 987 miles shorter 
than the New' York Olympia line. The superiority of the Topolovampo 
route, however, is not alone in miles. In looking at the relative natural 
merits of these Pacific routes, it may be learned that the delineation to 
Mazatlan is made in advance of examination of the JVIexican territory; 
nor is the contemplated port a harbor—it is simply an open roadstead, 
dangerous to all classes of shipping, and dreaded by all nautical men. 

For information on this point see Commodore Stockton’s Survey, 1847, 
‘Mhirtlett’s Journal;” and report of the undersigned to General Palmer. 

Again, in glancing over the claims of the Texas Pacific, the Staked 
Plains become a prominent feature, while the sands of the Gila and Colo¬ 
rado must drift before one with their 1,000 miles of barren waste. The 
substantial argument for it is its security from snow; but even this in 
a measure is canceled by its excessive heat and alkaline dust; and be¬ 
sides the absence of population, it is highly probable the soil along the 
line can ofter but little inducements to a population. The Atlantic Pa¬ 
cific is embarrassed with topographical difficulties, and the restrictions 
of the Indian Territory, and whether it is free from snow^ in the moun¬ 
tain region north of the Pio Gila is a question. The Union Pacific is a 
failure as regards winter travel. The Northern Pacific is less impeded 
with snows in its coast-range sections, perhaps, but no one acquainted 
with the ice-locked lakes and the arctic winters of our Northern States 
will give it his confidence. The Union Pacific is the only line completed. 


28 


The others must require years of toil, as they are far in advance of set¬ 
tlements. The Northern Pacific is rniining about 500 miles, and has yet 
T,700 miles to construct.* The Atlantic Pacific is operating’ 304 miles, 
and has some 1,000 miles to survey and build. It is not destined, i)er- 
ha|)s, to reach farther than the Canadian Piver for many years. The 
Texas Pacific was started this winter, and has 1,000 miles to locate. 
The Texas International is hoping to reach Austin ; and the Mexican 
Interoceanic, from the Gulf of Mexico to Banderas Bay, is still a ques¬ 
tion before the Mexican Congress. 

The above embarrassments are not a])plicable to the Topolovampo 
route; and therefore it is claimed that between New York and the Pa¬ 
cific, Topolovam])o has but San Francisco her great rival—with time, 
economy, and reliability all largely in favor of Topolovampo. But even 
this is not the great object. 

From Hampton Koads to Austin City there are rail-connections. The 
consolidated interests of these would leave a space of 709 miles betweeu 
Austin and the Pacific; but via Chihuahua 800 miles. To unite the 
Chesapeake with Topolovampo, therefore, and complete the most promis¬ 
ing ocean-to ocean route in America, would require less by 900 miles 
than to conqdete the Northern Pacific; less by 800 miles than to com¬ 
plete the Atlantic Pacific; and less by 800 miles than to complete the 
Texas Pacific. That while the race from New York to the Pacific is 
favorable to Topolovampo, it is the line from Norfolk to Topolovampo 
which offers the great transcontinental inducements, and in comparisou 
with its rivals stands ])re-eminent, to wit: 

It is believed the calculation demonstrates that, between New York 
and San Francisco, there are 2,593 statute miles, as the crow flies; while 
between Norfolk and Topolovampo there are 2,089 statute miles—a gain 
of 504 miles in favor of the latter; but, by referring to the shortest rail 
connections between the former ports, there is found an increase of 740 
miles over the direct line, making'the actual rail-distance between New 
Y^ork and San Francisco 3,303 miles ; and if it is further considered that 
a rise of fifty-three feet in grade is equal to operating an extra mile of 
level road, it would add much to the length of track in the calculation 
of its daily workings. This proposed route, on the contrary, discloses 
no obstacles to force detours, save 150 miles in the Sierra Madre. If a 
straight-edge is i)laced on the map it will be seen that Norfolk, Austin, 
and Topolovampo are in almost a bee-line; and that this line from Nor¬ 
folk to Austin passes through Morgantown, Carolina; Dalton, Ga.; 
strikes the Tennessee at Gunter's Landing—tlie beginning of the Coosa 
Canal; and crosses the Mississippi at Providence—points which event¬ 
ually will govern the route. For detours, however, let there be added 
201) miles, making 2,289 from 3,303, leaves 1,014 miles in favor of the 
“Great Southern ” over the Union l^acific. So that, when the equated 
lengths of the two lines are compared, it is believed the former should 
lessen the time and expense one-half their present rates in the practical 
distance from ocean to ocean. 

In regard to constructing and operating the ])roposed line, the gradi¬ 
ents and curvatures are com[)arativ^ely easy—no snows or frosts to con¬ 
tend with ; abundance of water and material en route. The average cost 
of road and equipment in the Southern States is $30,000 per mile^ while 
the average for the Middle States is $55,000 per mile. Through Texas 
and Mexico, most of the line will cross plateaus, where the cost is esti¬ 
mated not to exceed $20,000 per mile. Labor at the South is cheaper 

Secretary Wilkeson states tire Northern Pacific is 2,200 miles. ^ 




29 


than at the ^^^ortli or West; and in Mexico, there are six million strong, 
active laborers anxions tor employment at thirty-seven and a halt cents 
per diem. The delays, accidents, injuries to road-bed, bridges, rolling- 
stock, &c., consequent to the northern winters, cost about one-halt more 
than the regular summer expenses. These will not be met on the Nor- 
tolk-Topolovampo route; while the line itself is the shortest interoceanic 
link—being 1,014 miles less than from New York to San Francisco, via 
Union Pacific; 1,457 miles less than from New York to l^uget Sound, 
via Northern l^acitic ; 051 miles less than from New York to San Diego, 
via Texas I'acific; and ii70 miles less than from New York to Mazatlan, 
via Texas International. 

Not alone in relations with onr own continent does Topolovampo claim 
consideration, but attention is invited to the dispatch and economical 
transit with which exchanges may be made from Europe to China, Ja- 
jian, Porneo, Manila, Australia, Jaiian, via Norfolk, Topolovampo, and 
the Sandwich Islands. San Francisco, in regard to direct distance to 
Canton and Australia, is the superior ])ort on the Pacific j but the prac¬ 
tical sailing-route is via Sandwich Islands—as well for their trade, as 
being the only coaling-station en route. Colton, in his Cabinet Atlas, 
says: “The Hawaiian Islands, with comparative slight deviation, are 
situated in the track of many important sea-routes, besides being them¬ 
selves the principal depot for whalers in the North Pacific. From San 
Francisco to China, and from Honolulu to Australia, the deviation is 
veiw small, and again Honolulu is directly in the proposed route of 
steamers from Panama to Shanghai. In view of these facts, their ad¬ 
vantageous position indicates a future greatness for the group, not 
l)ossessed by any other point in Polynesia, and if only regarded as a 
depot for the whale-fisheries—one on the equator, another near Japan, 
and a third toward Behring’s Sea—their importance is not materially 
'diminished, and they would still serve for a common center of commerce 
of no mean amount.” Therefore, the-Sandwich Islands must claim con¬ 
sideration in the route, and it remains but to add a few figures to show 
that quicker and cheaper transit may be made from the English Chan¬ 
nel to China, Australia, &c., via Norfolk, Topolovampo, and Hawaiian 
Islands, than between the same points via New YMrk, San Francisco 
and the Hawaiian group. From the “Lizard”—the point geographic 
of the English Channel—to Honolulu, via Norfolk and Topolovampo, 
the actual sailing-distance is 5,878 sea-miles ; while between the same 
points, via New YMrk and San Francisco, it is 5,038 sea-miles; but in 
the route across the continent the “ Great Sonthern” has 2,289 against 
the 3,303 miles of the Union Pacific; thus adding 1,014 miles of the land 
and expensive travel to New YMrk-San Francisco, against the addi¬ 
tion of 840 miles of the sea and cheap travel to Norfolk-Topolovampo, 
being the sum of 231 miles Atlantic difference, and 609 Pacific didcr- 
ence. 

Professor M. F. Maury, who is the acknowledged authority on the 
ocean—its currents and phenomena—says that the average time be¬ 
tween the Lizard and New IMrk, and that between the Lizard and Nor¬ 
folk, are equal—that the delays consequent to the dangersof the icebergs, 
fogs, and storms of the former route are equivalent to the time necessary 
to overcome the extra 231 miles of the latter. This leaves but the 609 
miles sea-difference, against 1,014 miles land-difference between New 
York and San Francisco. The schedule time of the Union Pacific is 18 
miles per hour, equal to 56 hours to overcome the extra 1,014 miles. 
The 13 knots per hour for ocean-steamers would require 46 hours to 
overcome the extra 609 miles between Topolovampo and Honolulu, thus 


30 


showing, all other things being equal, 10 hours in favor of Norfolk and 
Topolovampo. But as the “ Great Southern ” will operate on light 
grades and curves, and will be urged to meet the demands of a popula¬ 
tion along the whole route, the time saved will be even much greater 
than thus represented. Consequently this “ Great Southern Overland ” 
is suggested for dispatch, cheapness, uninterruption, and comfort beyond 
competition by any other through route from Europe to Asia. 

In turning to our interior relations, it may be seen that Saint Louis is 
31G miles nearer Topolovampo than to San Francisco, in an air-line, and 
that Chicago is 221 miles nearer the former than the latter. To move a 
ton of wheat 100 miles over an average railroad, costs as much as to ship 
it 2,300 miles on the ocean ; hence a ton of wheat could be sent from 
Saint Louis to Topolovampo and 7,268 statute miles over the ocean, or 
from Chicago to Topolovampo, and 5,083 statute miles by sea, for the 
same freightage that would put it on the quays at San Francisco. 

Again, on the authority of Com. M. F. Maury—Physical Survey of 
Virginia—^the compared distances from Saint Louis and Cincinnati to 
all prominent cities in Europe, via New York and Hamburg, with the 
same, via Norfolk and Flushing, are in favor of the latter; and in the 
later edition by the same author, relating to Virginians geographical posi¬ 
tion, commercial advantages, and national importance, it will be seen 
that Omaha, Kansas City, Chicago, Saint Louis, &c., are all nearer Nor¬ 
folk than to New York; and that “ Norfolk, with its deep waters, spa¬ 
cious harbors, and free outlet between the capes of Virginia to the sea, 
occupies geographically what the early discoverers thought would be, 
and what physical geography claims is, the most commanding commer¬ 
cial position along the whole Atlantic seaboard of the United States.” 

The Physical Surveys of Virginia were written to demonstrate tlie im¬ 
portance of the Kanawha, Coosa, and Holston Canals, not alone to the 
Southern States, but to the entire Union ; and it was designed to sup¬ 
plement them with a trunk-line to the Pacific coast—to San Francisco, 
because Topolovampo was not known, and the Sierra Madre was thought 
to be an insurmountable barrier to railroad enterprise. 

In his inaugural, the President announces his desires toward the res¬ 
toration of good feeling between sections; toward the construction of 
cheap routes of transit over the land ; toward friendly intercourse with 
our neighbors and distant nations ; and toward tlie establishment of our 
commerce and carrying trade on the ocean. It is suggested that the 
building of the ‘‘ Great Southern ” would be a more auspicious step to¬ 
ward the fulfillment of the President’s wishes than any other project in 
the power of the American people. The railroad will assist the canals ; 
the one supplements the others. The capital, immigration, and busi¬ 
ness invited to Virginia and the Southern States by the impetus of this 
great interoceauic line, would add materially to the early completion 
of the Kanawha and Coosa Canals; the friends of the one should be 
equally the advocates of the other. 

At present, every business and industry in the South is stagnant. The 
railroads, which are an index of the people’s prosperity, move sluggishly 
over the country. Most of the lines are in debt, and not one in ten, i)er- 
haps, is paying remunerative dividends. What could so well revolution¬ 
ize the industry and prosperity of the South as to give its rail net-work 
a short, uninterrupted outlet to the Pacific, which would invite the trade 
of both oceans, and eventually build the Kanawha Canal from the Mis¬ 
sissippi Basin to Chesapeake Bay, and the Coosa Canal from the Ten¬ 
nessee Eiver to the Gulf of Mexico. 

Saint Louis, not satisfied with the winter interruption of the Union 


31 


Pacific, has undertaken almost alone the many difificulties of the 35th 
parallel. She already has 304 miles in running' order. Why should not 
these enterprising western capitalists join the “ Great Soutliern,” at 
Austin"? The Texas International, as before stated, has in prospect a 
terminus at Mazatlan. There is not a harbor at Mazatlan, and the Du¬ 
rango Pass has serious difficulties. Why should President Bjirues not 
unite his interests with Topolovampo, which has harbor facilities equal 
to New York, and the geographical adv^antages of Mazatlan? 

It is evident to the financial mind that there is not capital in the 
United States to build all the roads under consideration, although it is 
equally evident that the North, the South, and the East are all panting 
for a speedy outlet to the western ocean. Why should not that route 
presenting the greatest facilities to the greatest number be chosen ? 

The Allan Line receives and dispatches steamships between Norfolk 
and Europe semi-monthly, and so well are they encouraged that weekl^^ 
steamers are proposed. This company, doubtless, would be glad to run 
ocean ferries from Topolovampo to San Francisco, the Sandwich Islands 
and the other ocean worlds of the Pacific, as well as to different points 
on the continent of Asia. 

The Chesapeake and Ohio is completed to Richmond ; and Scribner’s 
Monthly for December, 1872, gives a graphic description of the energy, 
capital, and business which are springing up on the shores of Hampton 
Roads. This organization would necessarily encourage our project. 
The same argument would anticipate aid from the merchants of Holland, 
Belgium, and Rhenish Germany. The united influence of the Southern 
States should be a certain support. Texas may be relied on for a char¬ 
ter and a subsidy of $10,000 per mile. For rights of way, privileges, and 
inducements, see pamphlet of Texas International. Mexico may be cal¬ 
culated on for a charter and a subsidy of $16,000 per mile, and in the 
mountain-sections of the Sierra Madre, a larger one, doubtless, will be 
allowed. In the decree of the Mexican Congress, granting subsidies and 
franchises to General Rosecrans, it may be seen, in article 5, that all 
rolling-stock, iron, utensils, and materials for building, repairing, and 
operating the road and telegraph, will be free from duties and taxes for 
twenty years ; in article 6, that the company is privileged to use timber 
and other materials found en route ^ in article 9, that all minerals and 
metals opened and denounced by the company are to be considered as 
in cases of private individuals; and in article 13, that passengers, cor¬ 
respondence, and merchandise are permitted to pass through the repub¬ 
lic free from all duties and taxes for fifty years. 

Besides this the company is at liberty to purchase all the lands through 
which it is desired to run" the line, at the rate of a few cents per acre, 
and even this money need not be paid for five or ten years, and for an 
inconsiderable sum possess itself of the lands adjacent to Topolovampo; 
denounce and hold the hematite-mountain near Sinaloa City ; the exten¬ 
sive coal-fields on the headwaters of the Rio Fuerte and Rio Yaqui; 
and the gold-mines, silver, copper, tin, lead, cinnabar, and mineral veins 
along the entire Mexican line. Probably, too, the company could secure 
the city site on Hampton Roads. Is not all this of sufficient importance 
to obtain respectful consideration ? 

Mexico awaits development. Every influential and moneyed man 
there will give his assistance and his protection to the organization that 
comes among them to work. The Mexican people wish to see and assist 
some iiractical effort in their behalf. President Lerdo is desirous to 
encourage, aid, and protect those who will assist him and his people in 
developing the great treasures of Mexico. Never was there a time in 


32 


the history of Spanish America when the friends of that republic so 
anxiously look for the prosperity and elevation of their country. 

All Christendom is looking on Mexico ; and her people are not insen¬ 
sible to the position they occupy in the world’s thoughts. They trust, 
with the present prospect of peace and reciprocal intercourse with their 
sister republic, to lay the foundation which, in a few yeais, will bring 
their country into respectable rank among the nations of the earth. 
Eailroads and their auxiliaries will give unity and security to the coun¬ 
try; immigration and capital will seek her mines as they did the El 
Eorado of the Ehicific in 1840; and agricultural industry will yield cereals, 
esculents, and fruits from her valleys and river-bottoms all the year 
round. 

Abbe Domenech, in behalf of France, writes: “ Behind the Mexican 
expedition there was more than an empire to found, a nation to save, 
markets to create, thousands of millions to develop j there was a world 
tributary to France, happy to submit to our sympathetic influence, to 
receive their supplies from us and to ascribe to us their resurrection to 
the political and social life of a civilized people.” What France failed 
to accomplish by war remains for the United States to achieve by the 
resources of peace. 

In conclusion, it is claimed that if “a railroad thrives in the propor¬ 
tion that one portion of its line lacks that which another has a great 
facility for supplying,” then the “ Great Southern Overland” has the 
advantage over all others of the transcontinental lines. 

That it will have the demands of a larger number of people to meet 
than any other overland route. 

That the proposed city site on Topolovampo is level and well drained ; 
has abundant supplies of fresh water and building materials; and that 
it is picturesque and in every way desirable, with a meridian tempera¬ 
ture ranging from 52° to 80° Fahrenheit. 

That it is the “apex commercial” of ISTorthern Mexico ; that the dis¬ 
tance which separates it from San Francisco, via Cape San Lucas, is the 
same as that which separates Mazatlan from San Francisco; and that 
it is a better harbor and some 170 miles nearer the ocean than the cele¬ 
brated port of Guay mas. 

That Mexico is the richest mining country known; has every variety 
of climate; and is capable of producing from her own soil all which 
commerce collects from the other parts of the globe. 

That the coast country of Northwestern Mexico alone is equal in area 
to Cuba ; possesses a fertility and productiveness similar to that island ; 
and is as capable of exporting a hundred million dollars’ worth of trop¬ 
ical groceries, spices, fruits, medicines, and ornamental woods, as the 
Spanish island. 

That the rivers Yaqui, Mayo, Fuerte, Sinaloa, Culiacan, Piastla, Alota, 
Quemada, Mazatlan, Rosario, Acaponeta, San Pedro and Santiago, are 
tne largest in Mexico; and that their products will naturally flow to 
the “ Great Southern.” 

That the forest of Mexico and of Southwestern America is in the 
secondary valleys of the Sierra Madre, west of Chihuahua City ; that 
it is 80 miles wide, and extends from nearBavispe almost to the latitude 
of Mazatlan. 

That the “ Great Southern ” will strike the largest and best veins of 
coal—bituminous and anthracite—known in Mexico, and perhaps the 
only deposit found on the Pacific south of Mount Diablo, California. 

That the mineral resources of the Sierra Madre, of Sinaloa and 
Chihuahua, are the richest in the world. (See “ Mines of Mexico ” by 


33 

Ward; ^‘Northwestern Mexico,” by Chipman; and “ Commerce of the 
Prairies,” by Josiah Gregg. 

That the “ Conception Valley” is 00 miles long, and is one of the 
largest wheat and potato districts in Mexico ; that the state and city of 
Chihuahua do the largest trade in Northern Mexico; and that tht 
Santa Eulalia mine is the most noted silver deposit in the world, except¬ 
ing the great Potosi mine in South America. 

That the States of Chihuahua, Sonora, Sinaloa, Durango, and Coa- 
huila contain, according to the last census, 735,928 inhabitants; and the 
eleven Southern States directly associated with this line contained, in 
1870, nine and a half millions; that these people necessarily will be 
dependent upon the “ Great Southern ;” and that the latter will be the 
international line between the thirty-eight million citizens of the United 
States east of the Eocky Mountains, and the nine million citizens of the 
Eepublic of Mexico. 

That the entire products of the Conchos Valley, one of the most fer¬ 
tile in the republic, will be tributary to the “ Great Southern ;” as will 
be also the products of the great valleys of Encenillos and Carrisal; 
and that the trade of the Eio Grande Valley will be shared with the 
other parallel lines. (See report of General Palmer, in behalf of the 
35th parallel; and of Captain John Pope and others, in behalf of the 
32d; and for the resources and traffic of Mexico, the government, 
people, industries, and topography, see pamphlet compiled from the 
reconnaissances of the undersigned and companions. 

That Norfolk is the port par excellence on the Atlantic seaboard ; 
that it is the apex of the “ great commercial V,” and the “ grand point 
geographic ” of the United States. 

That the two consorted ports—the oneAtlantic and the other Pacific— 
are less exposed to excesses of heat and cold; that no line can secure 
for its laborers greater exemption from climatic extremes ; and that the 
tourist in the winter may travel by his open window, and in the sum¬ 
mer experience less oppression than on the parallels of New York and 
Philadelphia. 

That the “ Great Southern” will pass through the tar, cotton, tobacco, 
sugar, rice, timber, and cattle States of the Union; that it will be to the 
Southern States as the Northern Pacific is to the Lake States, and as the 
Union Pacific is to the Middle States. 

Eailroads and telegraphs are the veins and arteries of a country. 
Ships ply from continent to continent, and, as shuttles, weave nations 
into the common woof of mankind. 

The “Great Southern Overland” will link the United States with 
Mexico, and will invite Europe and Asia to exchange compliments across 
America. 

A. K. Owen, C. E. 

Chester, Pa., 1—1873. 

EevisiA), Washington, 1—1875. 

Fros])ectxis No. 2. 

It has been shown that the distance from New l"ork City to Topolo- 
vampo, via Austin and Chihuahua Cities, is 1,187 miles less than that 
from New York to Puget Sound via Northern Pacific; 741 miles less 
than that from New York to San Francisco via Union Pacific; and 381 
miles less than that from New York to San Diego via Texas Pacific. 

It was shown likewise that the Norfolk-Topolovampo route is 1,457 
miles less than the New-Y^ork-Puget-Sound route; 1,014 miles less than 
3 A T 



34 


the ^New-York-San-Francisco route; G51 miles less than the I^ew-York- 
San-Diego route; 270 miles less than the New-York-Mazatlan route 5 
and that it is at least 1,200 miles less than any iutercolouial ocean-to- 
ocean route of British America. 

^ Attention is now directed to the superior geographic bearing of To- 
polovampo, as the Pacific outlet for the commercial centers of the in¬ 
terior of North America; and particularly to present the greater in¬ 
ducements which Topolovampo offers over Puget Sound, or San Fran¬ 
cisco, or San Diego, in point of dispatch and reliability, for the differ¬ 
ent harbors on the Atlantic seaboard of Canada, New Brunswick, Nova 
Scotia, New England, and the Middle, Southern, and Gulf States, to 
wit: 

If one takes a map of North America, and makes a point on the 
Pacific coast midway between Olympia and Topolovampo, lat. 25^ 32' 
N., it will strike near the town of Santa Barbara, California^ and if a 
corresponding point be noted on the Atlantic coast equi-distant from 
Olympia and Topolovampo, it will strike the city of Halifax, Nova 
Scotia. A line drawn from Santa Barbara to Halifax, consequently, 
will be aii equi-distant line between Olympia and Topolovampo, render¬ 
ing all the country north of this line contiguous to Olympia, and all 
south of it contiguous to Topolovampo. A glance at Topolovampo, with 
its natural relations, with the vast territory south of this division line, 
will illustrate the geographical superiority of its locality over any other 
port on the Pacific coast for the interior and western coast trade of 
our continent. 

San Diego comes the nearest to Topolovampo in its claims to the back- 
country resources, yet it may be seen that the equi distant line between 
these ports would pass from Cape Bablo, on the coast of Lower Califor¬ 
nia, to the Mississippi Biver at the mouth of the Platte, thence to the 
Lake district, a little north of the Straits of Mackinaw, leaving all 
Mexico, all the trade entrepots of Canada, New Brunswick, and Nova 
Scotia, all the United States east of the Bocky Mountains, including 
the great distributive centers of Dubuque, Chicago, Saint Louis, Atchi¬ 
son, Topeka, and El Paso, south of this line, and consequently nearer 
Topolovampo, and naturally tributary to it. 

A careful calculation of the air-line distances between Chicago and 
San Francisco, and between Chicago and Topolovampo, gives 221 miles 
in favor of the latter; and the computed distances between Saint Louis 
and these two ports, respectively, show a difference of 31G miles in favor 
of Topolovampo. If the same attention is extended to the relative dis¬ 
tances from these Pacific ports to Chicago, Saint Louis, Cincinnati, 
Kansas City, Pittsburgh, Louisville, Montreal, Detroit, Quebec, Bangor, 
New Haven, Washington, Bichmond, Atlanta, and the other southern 
cities, it will be equally demonstrated that they all lie nearer Topolo¬ 
vampo than to San Diego or to San Francisco, or, with the exception of 
Montreal and Quebec, to Olympia. Even Omaha is nearer Topolovampo 
than to San Francisco or Olympia. Again : 

The advantages which the harbor of Topolovampo, with its trade on 
the Pacific, presents to the Atlantic ports of North America are equally 
susceptible of demonstration. For all practical purposes it is only re¬ 
quired to take a map and with a string measure off the relative distances. 
The following are believed to be the correct results of a few string meas¬ 
urements. 

The air-line distances between Halifax and Topolovampo and between 
Halifax and Olympia are equal, but from Halifax to San Francisco there 
is an increase of 225 miles, and from Halifax to San Diego there is an 


35 


increase of 125 miles over the distance between Halifax and Topolo- 
vampo. A bird starting each time from a given port on the Atlantic to 
Adsit the different ports on the Pacific would find the respective distances 
as follows: From— 


Eastport to Topolovampo, X to San Diego, X + 120 

to San Francisco, X-1-220 

to Olympia, X-t- 20 r 

Boston '• 

X “ 

Xt-150 



X-f-280 



X-l- 110 

New York “ 

X “ 

X+200 



X-1-340 



X+ 250 

Philadelphia “ 

X “ 

X-1-180 



X-1-350 



X-l- 225 

Washington “ 

X “ 

X-}-2l0 



X-1-380 



X-f 290 

Norfolk “ 

X “ 

X-1-250 



X-1-445 



X-l- 380 

Wilmington “ 

X “ 

X-1-310 



X+530 



X-f- 515 

Charleston “ 

X “ 

X+340 



X+580 

** 


X+ 610 

Jacksonville “ 

X “ 

X-1-390 



X-f670 

“ 


X-f 750 

New Orleans 

X ‘‘ 

X-l-410 



X-1-730 



X+ 880 

Galveston “ 

X “ 

X+440 



X-1-785 



X-f 1000 

Brownsville “ 

X “ 

X+560 



X+950 



x-f 1280 


As great as these figures geographically are in favor of Topolovampo, 
they are small in comparison with the business of the industrious popu¬ 
lation and improved country, gained on the radii of Topolovampo over 
the radii respectively of Olympia, San Francisco, and San Diego. In 
illustration, stretch a string from Halifax to Olympia, and another from 
Halifax to Topolovampo. The distances it has been seen are equal j but 
admitting the former line to be practicable during half the year, still it 
would run north of the great lakes, across an unknown wilderness, where 
it would not meet two hundred human beings other than Indians between 
the Saint Lawrence and the Pacific. Now turn to the string from Hali¬ 
fax to Topolovampo, and observe its course through the Metropolitan 
and manufacturing centers of New England, Middle, Southern, and Gulf 
States; thence its entrance into the well-settled, the rich mineral, metal, 
pastoral, agricultural, and formerly manufacturing States of Northern 
Mexico, where there already exists a tributary population of over 700,000 
industrious, hard-working people. Would not a railroad on this line be 
the natural thoroughfare from ocean to ocean for the 3,000,000 of Canada, 
the 500,000 of New Brunswick and Nova Scotia, the 38,000,000 of the 
United States, east of the Kocky Mountains, and the 9,000,000 of 
Mexico ? 

The following memorandum shows the distances from the sea and the 
low-water depths of entrance to some of our notable harbors, to wit: 

Hampton Eoads, distance from the sea, 15 miles ; depth of water, 30 feet. 


New Y"ork, 
Philadelphia, 

a 

a 

30 

u 

u 

23 

u 

a 

u 

100 

a 

n 

18J 

il 

Boston, 

u 

u 

100 

li 

a 

21 

a 

Baltimore, 

a 

a 

ICO 

u 

u 

IG 

u 

Savannah, 

u 

a 

30 

u 

G 

11 

u 

JacksonAulle, 

u 

a 

20 

a 

U 

23 

u 

New Orleans, 

u 

u 

115 

u 

U 

19 

u 

Galveston, 

u 

u 


u 

U 

12 

u 

Charleston, 

u 

u 


u 

G 

11 

G 

Eio Grande, 

a 

u 

. . . 


U 

4 

u 

San Diego, 

n 

a 

G 

u 

H 

27 

u 

San Francisco, 

u 

u 

6 

a 

U 

33 

u 

Olympia, 

Topolovampo, 

u 

u 

190 

iC 

U 

11 

u 

a 

u 

G 

u 

U 

30* 

a 


In reference to Philadelphia, Baltimore, and Olympia, there is a tedious 
bay navigation; but New York, Hampton Eoads, Topolovampo, and San 
Francisco are situated on well-sheltered harbors, which open directly to 
the sea, with beautiful offings—Hamjiton Eoads and Topolovampo sur- 


Lieutenant Eeed’s Hydrographic Survey, 1869. 


















36 


passing the others, perhaps, in all the requirements of navigation, with 
desirable city sites and salubrious climates. 

New York has rushed into importance since 1830, and San Francisco 
since 1856. The advantages of their respective geographical localities 
and organized systems of internal improvements have rendered the one 
the commercial emporium of the Atlantic; the other the mistress of the 
Pacific. But the accommodations pertaining to New York and San 
Francisco no longer satisfy the traveling demands of the people, or the 
necessities of commerce. 

The Southern States have 19,800 miles of railroads, but they are out 
of repair, run sluggishly, and not one line in ten pays interest on the 
invested capital, because the South is agricultural and not industrial. 
Illinois, Ohio, Indiana, Missouri, and Iowa have gone far ahead of their 
Southern sisters in i^opulation and commerce, and Chicago, Saint Louis, 
and Cincinnati promise by their present ratio of increase to outrank 
New York, Philadelphia, and Baltimore in population, diversity of in¬ 
dustry, and w^ealth. This is because the Northwest has given its energy 
to the building of railroads,removing obstructions from its natural water- 
channels, creating new lines of water communication, building telegraph 
lines, and in face of climate, topographical obstructions, and sparseness 
of population, they have developed outlets to both oceans. Their great 
system of rail and water highways depended at first upon the transpor¬ 
tation of passengers and produce ; but these enterprising pioneers saw 
that agriculture could not sustain a great people or maintain extensive 
rail and water communications, and they turned their attention to min¬ 
ing, manufacturing, and trading, making the Northwest wonderfully 
industrial. Every steamer from the Eastern hemisphere pours a tide of 
emigrants into her towns and hamlets, and every soul is calculated to 
be worth an average of $800 to the State in which it locates. These 
little iotas of immigration alone swell the wealth of the West to some 
$320,000,000 each year. The directors of the Northern Pacific go so far 
as to value each emigrant at $1,250; and furthermore state that the 
emigrant brings in his pocket $175 in hard cash. In this appreciation 
of the emigrant the Northwest demonstrates its practical reasoning, by 
which even the Eastern and Middle States might profit. 

The conservatism of the South is criminal. Her great resources, her 
climate, soil, geographical and hydrographical advantages, are per¬ 
mitted to remain useless to herself and unknown to the world. Dead 
and inactive to her own interests, the South stands a barrier to the in¬ 
dustry, commerce, and advancement of every people around her. The 
Northwest, particularly those lying in the Great Mississippi Basin, have 
for years urged the Southeast to assist in opening a water-route to the 
South Atlantic seaboard ; but there has not been organized enterprise 
in the South suflicient to secure the benefits of the Kanawha or Coosa 
Canals, although nature has marked out these great water-channels 
and fulfilled her share toward completing them. 

The East has clamored for an uninterrupted highway to Mexico and the 
Gulf of California since 1858; and the Mexicans have echoed their en¬ 
thusiasm and offered their co-operation, but the South has stood be¬ 
tween them—a barrier to the achievement. The East and the North¬ 
west, therefore, aided by the Government, pushed across the deserts of 
Nebraska, Wyoming, and Utah, and ascended the snows of the Sierra 
Nevada, in preference to contending with southern conservatism. 
But our increasing growth in population and business requires increased 


37 


accommodations; and theXorfolk-Topolovampo route is thus suggestedy 
not only in response to the requirements of the growing travel and 
trade, but as the line of unequaled facilities and resources. 

Will the South profit by the teachings which developed the other 
sections of the country, and assist in awakening her railroads from 
their present lethargy, by giving them a reliable communication to the 
Pacific, through a Mexican territory of unsurpassed wealth? The South, 
useful to herself in utilizing her resources, will multiply a reciprocal 
commerce throughout the continent. Immigration will then be diverted 
from its ceaseless flow to the Northwest, and will crowd the cotton, 
sugar, tobacco, tar, rice, and cattle-lands of the Southern and Gulf States; 
capitalists will take advantage of the new order of things; trades, arts, 
industries, mining and manufacturing will be inaugurated; and who 
shall question the prediction that in a few years the South will have 
emerged from her conservation, to that proud position which nature 
claims for her ? 

It is suggested that this outlet to the Pacific is the essential basis of 
southern enterprise—essential to southern railroad life—essential to 
organized energy to complete her canals. 

A rail-line connecting Hampton Koads with Topolovampo, would be 
the transcontiuento-international route par excellence of our conti¬ 
nent. It would give an unembarrassed line between Europe and Asia, 
via America, passing through a belt of country unsurpassed in fer¬ 
tility of soil and in mineral wealth ; and so free from topographical bar¬ 
riers and climatic extremes as to secure a ready communication at all 
seasons, with more speed and less danger, with more comfort and less 
expense, than any other route the continent has to offer. 

In Mexico we have an India at our doors. Indeed, within a day’s 
ride of the Mississippi Basin, there is a vast country, whose history 
and wealth are marvelous. The republic of Mexico embraces an area of 
862,460 square miles—equal in extent to the twenty-five States east of 
the Mississippi. It is a territory ten times the size of Great Britain, 
and nearly equal to that of France, Spain, Austria, Lombardy, and the 
British Isles combined. 

The population of ^Mexico, according to the official report, is over 
9,000,000. Its foreign trade in 1870 is officially stated as follows : 

Importations. $23,174, 729 

Exports.. 24, 000, 000 


47,174, 729 

This makes its commerce equal to a fraction over five dollars per 
capita. It is safe to say that five years of peace and encouragement to 
enterprise would increase this to twenty dollars per capita=$200,000,000. 

In 1872, the United States imported from Cuba, products to the value 
of $66,000,000. The Mexicans claim that if they had rail-connection they 
could kipply at least $40,000,000 of this trade. Our last year’s impor¬ 
tation of sugar and molasses was $90,000,000. The “ panocha” or cake 
sugar of Northern Mexico, the white-loaf of Tepic, and the molasses of 
Southern Mexico, have no superiors in any market in the world. Our 
importation of coffee, principally from Brazil, amounted in 1872 to 
$42,000,000. The coffee of Mexico, particularly that of Orizaba, Guer¬ 
rero, Colima, and Tepic, are excellent—that of Colima being classed 
with “ Mocha.” Carefully prepared articles on the coffee-trade, and 
recently published in the Philadelphia North American, speak of the soil 







38 


of Mexico as being especially adapted to the cultivation of a superior 
coffee; and with transportation facilities she will be enabled to com¬ 
pete with other coffee-growing countries, with the advantages in her 
favor. Our importation of tropical fruits amounts to $10,500,000. 
The Mexican fruits in some cases are peculiar, in many cases they are 
sut>erior. Our cigar and tobacco importation is valued at $9,000,000. 
The Mexican brands of Orizaba and Compostilla, wherever known, are 
well considered, and those of Tepic are reputed uot inferior to the best 
“ Habauna.’’ Our India-rubber importation reaches $9,000,000. The 
forests of Northwestern and Southern Mexico abound in the rub¬ 
ber-tree, as they do in the coquito-oil tree, logwood, rose, cedra, ebony, 
mahogany, primavera, satin, mesquite, and many varieties of hard and 
onamental woods which are peculiar to the country. Our hide and 
leather importation last year was $28,000,000. This great want can 
to a large amount be supplied by Mexico. During our civil struggle, 
the South was supplied with leather and shoes by the merchants of San 
Luis Potosi. Her extensive cattle and sheep ranges are well known 
and universally admitted to be equal to those of Texas and South 
America. Single “ rancheros are frequently put down as owning from 
40,000 to 50,000 head of stock. Indigo, flax, and cotton are indigen¬ 
ous to Mexico. There is scarcely a district where some of these are not 
growing wild. The maguey or agave plant is found everywhere in Mexico; 
and for the manifold uses of its sap and fiber, it is without a peer in 
the vegetable kingdom. The great necessity which our paper-manu¬ 
facturers feel for want of material, may be supplied by this plant. 

The most important of the resources of Mexico, however, are her 
wonderful mines—iron, lead, copper, tin, gold, silver, cinnabar, arsenic, 
bismuth, cobalt, sulphur, saltpeter, soda, coal, marbles, jaspers, porphy¬ 
ries—nearly all minerals and metals known, are found in Mexico, many 
of them in untold abundance. Tlie richest silver, gold, and coal depo¬ 
sits are in Chihuahua, Sinaloa, and Sonora. The annual production of 
silver and gold reaches from $30,000,000 to $50,000,000, or twice that of 
California. The coinage is $28,000,000. The exportation of bullion in 
1872 was $18,000,000. It must be considered, also, that the few mines 
in operation are worked in the primitive manner they were by the In^ 
dians 300 years ago. The Santa Eulalia mine, situated 15 miles east of 
Chihuahua City, yielded $62,700,000 in silver from 1717 to 1789. It has 
not been worked for years, and is almost unclaimed, although its wealth 
apparently is as inexhaustible as ever. The most handsome cathedral 
on our continent stands the central ornament of Chihuahua City. It was 
built from a small tax on the silver from this mine. 

Humboldt, writing in 1803, calculates that up to that date Mexico 
had yielded gold and silver to the amount of $6,241,703,125, and was 
then producing two-thirds of what was annually extracted from the 
whole world.” 

There is no tin found on our continent, in paying quantities, outside 
of Mexico; and the ore there, though to all appearance abundant, has 
never been worked, being too far from market-facilities. Our importation 
of tin in 1872 reached $17,000,000. 

General Palmer, after matured calculation from the official statistics and 
from the recounoissances of the undersigned and companions states 
that “ the existing movements of persons and freights over the country 
are sufficient to remunerate 5,000 miles of track in the republic.” Again 
he says : “ Mexico’s present population and known resources would war¬ 
rant 15,000 miles of railway as soon as they could be constructed •” and 
calculates that a route from the Mexican Gulf to the Pacific, a distance 


39 

of some 800 miles, would pay $14,000 per mile the first year after com= 
pletion. 

The above is iu reference to the local business of Mexico. The im¬ 
ports from the United States would be all classes of mechanical imple¬ 
ments and manufacturing combinations, all agricultural utensils and 
necessaries for every-day convenience. At what shall one estimate this 
trade, when he is assured that there are 9,000,000 republicans in Mexico, 
to whom axes, spades, and wheelbarrows are unfurnished, and Yankee 
patents and quack medicines are unknown ? 

The claims of the Norfolk-Topolovampo route for through passengers 
and freights, on the ground of a better combination of dispatch and 
economy, have already been alluded to. It may readily be seen that it pre¬ 
sents the longest direct uninterrupted land-line of any practicable route 
across our continent—being the fartherest north free from ice and snows, 
and the fartherest south free from epidemics and quarantines. The 
practical distance, it may be repeated, from Norfolk to Topolovampo, is 
2,289, against 3,303 miles via Union Pacific. By the easy grades and cur¬ 
vatures of the former, 25 miles per hour should be estimated for express, 
making the time from ocean to ocean 3 days and 19 hours, against 7 
days via Union Pacific. The distance from Topolovampo to Honolulu— 
the pivotal center for the Pacific commerce—is G09 miles greater than 
from San Francisco to Honolulu. This would be a 2 days’ passage, 
at a speed of only 12J knots per hour, but the Pacific steamers now 
building at Chester, Pa., are calculated to run 15 knots per hour, which 
would reduce it to 1 day and 14 hours. Assuming, however, the dis¬ 
tance from Honolulu to be 2 days longer to Topolovampo than to San 
Francisco, still it leaves—all things being even equal—the time 1 day 
and 5 hours shorter from Europe to Asia, Australia, and the island 
worlds of the Pacific, via Norfolk, Topolovampo, and the Sandwich Is¬ 
lands, than via New York, San Francisco, and the Sandwich Islands. 
But it must be considered there are three months of the year during 
which the Union Pacific is subject to the embarrassments of winter; 
and the communication confided in between the Atlantic and Pacific is 
then only by the dreaded voyage of 22 days via Panama. 

Asia, Australia, and the “Twelve Thousand Isles” are nearer the 
United States via Topolovampo than to Europe. Oceanica alone contains 
a population of 30,000,000, and does a business of $500,000,000 annually. 
Then there is waiting a trade of the untold ores of Lower California, 
there is the commerce of the Gulf of Cortez, the coast trade of the 
western shore of Mexico and of Central and South America, all of 
which Topolovampo claims as her from geographical i)osition. More¬ 
over, may not this line fall heir to a respectable share of the trafiic be¬ 
tween New York and California ? From New York to Topolovampo, 
2,559 miles, at 25 miles per hour = 4J days ; from Topolovampo to San 
Francisco, via La Paz, 1,327 miles, at 13 knots per hour^=4i days == 8^ 
days. Again, w’ould not many tourists and business men, who go out 
by the northern and isthmian routes, naturally prefer to return by this 
more agreeable line, via Mexico ? Would not many be drawn this way 
to see the novelties of a foreign country full of historical interests—to 
see a people whose origin is lost in antiquity; whose traditions, cus¬ 
toms, and fabrics are more strange and entertaining than anything in 
Europe; and whose picturesque towns, with their fountains and plazas, 
are pleasing in themselves and rendered attractive by the hospitality of 
their people; in fine, to traverse a country whose delightful climate in¬ 
vigorates the body and animates the spirits, and whose grand mountain 



40 


scenery, hot and mineral springs, furnish more inducements to pleasure 
and health than anything California or Havana has to offer. 

The great question of the day is cheai) transportation. It is not only 
laudable enterprise to unite continents, islands, and sections by quick 
and safe communications, but it is our interest to put these privileges 
and comforts in the power of every one. If 2^’ew York and San Fran¬ 
cisco are connected with daily lines of Pullman palace-cars, it is not 
saying that everything has been done to establish free intercourse be¬ 
tween the Atlantic and Pacific. Far from it; for the prices are so high, 
that such facilities are in the power only of the favored few. It must 
be evident to .every observer that the Union Pacific, as well as most of 
our lines of rail, are doing but one-half the work of their contemplated 
design. It is not the intention to enter upon this question here; the 
subject, however, has been ably figured by Major Walter McFarland,. 
U. S. E., in regard to freights, and read before the gubernatorial conven¬ 
tion at Atlanta, May, 1873. Eailroad companies say they cannot charge 
less; but we know they do lower their rates during excursion-seasons, 
and make increased profits by the pleasures they extend to the working 
classes. It is trusted the directors of the Norfolk-Topolovainpo route 
will be induced to run “ excursion-trains all the year round. 

Accustomed as we are in the West, to build railroads with pecuniary 
success in advance of population, relying on the latter as the road is 
established, if the resources of the country are good, we may especially 
congratulate ourselves, not only on the resources whose richness and varied 
character are unquestionable, but on the present population both in the 
Southern States and in Mexico through which the line passes, as well as 
on the existing traffic quite sufficient to pay handsome dividends as its 
sections respectively are put in operation ; while the subsequent devel¬ 
opment of the reserved wealth should remove all questions of its feasi¬ 
bility and profits. 

In a word, so great are the manifold advantages promised by this Great 
Southern route, that it is claimed it will put Norfolk, practically, as 
near Topolovampo as Asifiuwall is to Panama. 

The Centennial with its travel and trade is one year and a half in the 
future. One and a half years is ample time to complete the desired sec¬ 
tion if it is wished. 

A. K. Owen, C. E, 

Chester, Pa., 9—1873. 

Eevised, Washington, D. C., 2—1875. 

“ In reply to inquiries from members of the committee, Mr. Scott 
stated that there was a very large mineral belt north of the 33d parallel 
that would be undoubtedly developed by lateral lines from the Texas 
and Pacific road, running up close to the 35th parallel, and bringing the 
traffic of that country down to the proposed lines, so that a large por¬ 
tion of the lands to be restored to the United States would be very 
greatly enhanced in value by the construction of these roads. 

The line of the Texas and Pacific is located about 400 miles south of 
the Union and Central Pacific—the one being on the 32d and the other 
north of the 38th. It will come very near the borders of Old Mexico at 
El Paso, and then rnn from 30 to 80 miles from the border States, which 
have a population of about two and a half millions, and a mineral wealth, 
as is well known, that is not exceeded by any country to-day. These 
people simply want an outlet; the only one they have at present is by 
ox-teams to some ports on the Gulf of Mexico, or else across to Kansas* 
But the trade is, of course, so much crippled, owing to the limited traus- 


41 


portation, that not one-fortieth part of the business is done that will be 
when the railway is constructed.^^ 

See argument of Judge Baker before Senate committee, Januaiw 13, 
1875. ’ ^ 


[14.] 


The Arlington, 2[arcli 10,1875. 


Dear Sir: I regret to say I was unable to find my memoranda of 
distances from Honolulu to the several points as requested by you. I 
hand herewith the trade statistics of which we spoke. I shall regard 
with great interest any new developments in the grand scheme you have 
so ably presented in the papers you were good enough to send me, and 
trust it may yet become a success. 

Very truly yours, 


A. K. Owen, Esq., C. E.^ City. 


H. A. P. Carter. 


[ir,.] 


Trade of countries in the Pacific with the United States, 1873. 


IIAAVAIIAN ISLANDS. 


Exported to United States. §] 139 725 

Imports from United States. ’ 836* 000 

Imports over 75 %. ’ 


BRITISH EAST INDIES. 


Exported to United States. $10,855,747 

Imports from United States. 165,270 

Imports less than 1 %. ’ 


SPANISH POSSESSIONS. 


Exported to United States. $6,171,63,5- 

Imports from United States. 17, 570 


Imports less than i of 1 


DUTCH EAST INDIES. 


Exported to United States. $7,556,954 

Imports from United States... 255,134 

Imports less than 4 %. 


CHINA. 


Exported to United States. $26,353,291 

Imports from United States. 1, 931,732 

Imports about 7^ %. 


The Hawaiian Islands, owing to their American associations, are the best customers ia 
proportion to volume of trade. 


[IG.] 

Sinaloa City, State of Sinaloa, Mexico, 

Saturday^ 9-28—4p. m., 1872. 

Dear Doctor : Topolovarapo Harbor is everything and even more 
than you represented it, excepting, however, the area and advantages 
of the proposed site of Carman City. In respect to that section you 
have been misinformed. It is just the place certainly for the terminus 
of our road, Denver and Bio Grande, or any other great trunk line 
across our continent. There is ample room on the shores of the straits 
for quays, wharves, store houses, offices, depots, and all other require- 












42 


meuts of a great and important port. Much expense will be necessary, 
as was expected, to level tlie higher portions and to fill in the lower 
parts to a practical height suited for loading and unloading ships, cars, 
&G. It will be found average rock-work, but every stone removed will 
have a demand, consequently a value, as the material is necessary for 
improvement purposes. In consideration of this fact, and being well 
assured that the large mail-steamers might, with all safety, come suffi¬ 
ciently near to the natural quays to laud passengers and freight by 
means of an ordinary gang-plank, leads me to state that Topolovampo 
Harbor may be made superior to any port that I have visited either iu 
America, Europe, Asia, or Africa, and all this with little expense. The 
site to begin the location of Carman City is at Mapan, which fronts 
directly on the San Carlos Sea. This is a level stretch of sandy loam, 
which extends most likely to the river Fuerte. The land is fertile, 
drainable, and in every way desirable for the site of a great cosmopolitan 
metropolis. As it now stands, it presents, for a mile, a bold sea-front of 
sand and decomposed shell which is ten feet abov^e the beach, but is 
flanked with low playas to the right and left, which make inland for 
short distances. These flats may be reclaimed with but little expense, 
by the mere building of stone quays along the sea-front, which neces¬ 
sarily have to come, as it is there that the fashionable paseos and ala- 
medes will naturally be located. The depth of water from the beach 
to a distance of a mile out is but five to six feet, but at this line the 
channel begins and carries a depth of thirty-six to fifty feet. Dikes 
and wharves may readily be thrown out, as the bottom is universally 
clean, compact sand, and in fact the entire area of shoal in front of the 
city may be filled in and not amount to one-half the work which was 
executed to add to the many natural ad vantages of the San Francisco 
Harbor. To commence with there is a turtle-shaped island about half 
a mile long, almost opposite to Mapan, and about one and a quarter 
miles distant, which fronts boldly on the channel, and which will 
give every convenience for all early commercial requirements. It is 
needed but to level it and with the material thus obtained to surround 
it with quays and to connect it with the main land by a wide dike. 
The railroad will have one of its branches to this island, and the other 
will go across the country two and a half miles to the quays on Topolo¬ 
vampo Straits. This is a convenient distance to have the noise and dirt 
consequent to a seaport, but I am too well acquainted with the hasty 
advance of a city in every direction when once started at the terminus 
of a great transcontinental rail-line to husband an idea that this quiet 
will be enjoyed for any length of time, although the houses will natu¬ 
rally at first stretch inland toward Asinagua, on the already drained 
and desirable land ; all the stone for building and other purposes will 
come from the ridges on the line of the railroad to the quays on the 
streets. Granite and porphyry are in abundance, in fact in such quan¬ 
tities that a metropolis equal to London might be built of this mate¬ 
rial without going farther than six miles from Mapan. There is an ex¬ 
cellent brick clay found at Asinagua. Wood and timber will be supplied 
from the mountains, say one hundred miles to the eastward. It will be 
fioated down the rivers Fuerte and Sinaloa to points most convenient for 
the erection of mills, (these streams both furnish superior water-power 
advantages,) then cut into lumber, and thence brought by water to To- 
oplovampo; t. e., this must be the way until the railroad reaches the 
timber districts. Lumber in Carman City should not cost, at the start, 
over $45 per thousand. You must compare this price with the early 
prices paid for material in San Francisco, to appreciate the merits of 


43 


tbe statement. For water, artesian wells and a canal for the Fnerte 
Fiver must be relied on. Both of these are certain, and in every way 
l)racticable. Every indication declares the feasibility of artesian wells. 
The perpendicular upheaval of slate, the existence of surface clay, the 
excellent water found near the surface in the white sand along the gulf, 
the high and near range of moan tains, and other certain proofs that this 
is a great basin, lead us to expect that artesian wells would be a perfect 
success at a distance of not over oue hundred yards. As for the canal^ 
one was calculated on as early as 1853, which was to connect the Straits 
of Topolovampo with the Bio Fnerte. It was approximated to have 
a length of twenty-two miles, and to be sufficiently wide and deep to 
float flat-bottom ed steam-barges all the year round. The fall was thought 
to be twentj"^ to thirty feet, and the expense of canal and for removing 
obstructions in the Bio Fnerte as far as the city of Fnerte, was judged to 
be S200,000, but the price of labor was calculated at 25 cents per man per 
day. But my time is too limited to add further on this subject. 

The Croton aqueduct, which deluges New York with sixty million 
galloiis of water per day, which is equal to three times the quantity 
supplied to London, cost thirteen millions of dollars. A canal to 
supply Carman City, and to irrigate all the adjacent lands lying along 
its entire length, will not cost, with proper management, over three hun¬ 
dred thousand dollars. When I recall that Venice was built on piles 
driven in the mud of seventy-two water-covered islands; that Loudon 
is, in localities, eight to ten feet below tide-water; that the business 
l^art of San Francisco is mostly built on made laud; that Chicago was 
located in a marsh, repulsive, unhealthy, and which was thought to be 
uudrainable, until connection was actually made with the Mississippi 
Biver j that New Orleans was sited in a low, quaggy savanna, &c., I can 
safely congratulate you, doctor, in having a great tract of high, drain- 
able, and in every way convenient and desirable land on the borders of 
a deep bay, the geographical position of which is such that at an early 
day a cosmopolitan city will be started, and, in less time than it took 
San Francisco, become equal in importance, wealth, and influence. I 
may only add that the only ocean i)ests found are mosquitoes, and these 
only are troublesome during the early evening when the air is quite 
still. The climate is i^erpetual summer of a temperature never over 86^ 
(I judged from notes taken at Sinaloa) and always cool in the shade. 
The air is pure, and there are not any unpleasant smells which generally 
arise on sea-shore from the decomposition of animal and vegetable mat¬ 
ter. From this 1 judge the location to be a health}" one. The scenery is 
picturesque and entertaining. Fish and turtle are abundant, but oysters 
and their species are few, as the water-bottoms are composed of clean, 
sweet sand and small stone. Colonel Fitch will add further. 

So well am I ifleased that I shall return to the bay of Topolovampo, 
examine further points which have since suggested themselves, and after¬ 
ward go from Mapan to Mochicahui and assure myself further as to 
the intermediate country to Fnerte City, &c., and so on to Guaymas. 

The quays on Topolovampo Straits I request may be called in due 
respect to General William F. Palmer, whom I here represent. The two 
large islands in San Carlos Sea we named the “ Brother” and Sister,” as 
a gentle compliment to your children. My regards to Mrs. Carman, and 
my love to the brother and sister. 

I remember each and all with many pleasant meetings. 

In haste but in earnest, &c.. 


Dr. B. B. Carman, 

Mazatlan, State of Sinaloa, Meiico. 


A. K. Owen. 


44 


117.] 

Mazatlan, August 17, 1872. 

Dear Sir : Tour commimication of this date has been received, and 
contents carefully noted j and as it involves matters of great interest to 
me, I "will at once repl}^, and as fully as it is in my power. 

As I represented to you in our conversation yesterday, my object in 
interesting myself in developing the existence and true merits of the 
harbor in question was to secure and hold its desirable lands, with a 
view to future operations. This I have accomplished. 

I stated to you that I looked upon its location as most advantageous 
for a railroad terminus, and for a future city that shall be second only 
to San Francisco on this coast, and have thought so because I was 
aware that there did not exist a known harbor, good and safe, between 
San Francisco and Acapulco, except one at Magdalena Bay, which is 
w^orthless from its geographical position ; and that of G-uaymas, w^hich 
is too far up the Gulf of California; and navigation is difficult above 
Point San Ygnacio on account of irregular currents. 

But it is not for me to speak of the merits of the harbor I claim to 
have brought to light, for I am tlie interested party, and what is known 
of it speaks for itself. Hence I will at once go to the business part of 
your letter, and next endeavor to answer all your inquiries. # * * 

In regard to your request to furnish you copies of surveys and re¬ 
ports, I can only do so with those made by Commander W. T. Trux- 
ton, of the United States sloop Jamestown. The map I will have 
traced for you to remit, with his report to Admiral Craven, and the one 
furnished me by him from his private log. I will also have a i)hoto- 
graphic copy taken of the view of the entrance to the harbor, given 
me also by Commander Truxtou. 

This gentleman, in conversation, told methat as he entered the 
straits in his steam-yacht and first beheld the grand view before him of 
the inner bay he arose upon his feet and lifted his hat to God, and felt, 
he thinks, as Columbus did when lie first discovered land.” 

Having lost, through Mr. Fowler’s misfortune, the original chart of 
survey made by Mr. C. E. Norton, civil engineer, as well as other papers 
of importance, I refer you, for further information, to copy of a letter I 
addressed to a friend in San Francisco in July, 1869. 

Two different parties I have sent to explore the country around about 
this harbor assure me there is a lake of fresh water from four to six 
hundred yards in length, some six feet deep in the middle, fed by 
springs, and called by them Spring Lake,” and is bordering, or partly 
inclosed within my lines, and not more than three miles from the water¬ 
front of the city site. 

Commander Truxton went to this harbor only to survey its entrance 
and channel,, as that was all I asked our Government to do—all I cared 
to have done by them ; for if they pronounced this a good liarbor, easy 
of entrance, and w ith plenty of deep water, the rest was of minor im¬ 
portance. Commander Truxton stated to me that he did not give the 
land any attention, as he had no time. 

I really believe that there are no beautiful lands sloping from the 
sea and just adapted to build a city upon, with shady groves and gar¬ 
den-plats ; but it is true, so report says, that the land is rough, stony 
in some places, barren everywhere, sandy here, covered with cactus there, 
with maguey in others, small hills and swamps, estuaries, or sloughs 
running into some other places of this land, but generally level; but I 
contend that it is more favorable by far than San Francisco was. This 


45 


place I saw in May, 1849, and it was indeed barren—nothing but heaps 
of sand and towering hills. The place I offer I have not seen, but all 
reports assure me that we have plenty of level ground, few, if any hills, 
unless on the opposite shore, where the hills go up one thousand feet. 

In the selection of a site to build a city you need, in my opinion, 
other things besides fertile fields; and we know there are plenty of such 
in all that neighborhood. What we want is a proper geographical po¬ 
sition, a rich country around, a good safe harbor into which ships of 
any tonnage inay enter at all seasons, and next, money and enterprise. 

These constitute all the necessary elements to build a city. I have 
deemed this location possessed all these requisites, except the two latter, 
and those I am seeking. 

I have spared no eflbrt to develop and secure what I as an individ¬ 
ual could accomplish, and hope soon, through others, to reap the bene¬ 
fit of my foresight. 

Having been a victim to rheumatism the past sixteen years, I have 
been unable to visit this xdace in person; hence I can only speak of it 
from my reports. 

Mr. Fitch, of whom you speak in your comniunication, is far more 
competent to furnish you information of this entire coast—of the towns 
and nature of the country and its resources. Mr. Fitch is a civil engi¬ 
neer, and has for years resided in this part of Mexico, and has sur¬ 
veyed a large portion of the (States bordering on the Gulf. He can tell 
you of the sections of country that would naturally carry their i)roducts 
to this port. For instance, we have the rich valleys of the Fuerte River, 
which is some nine leagues above usj also, the valleys of Sinaloa 
River, Ahome, Mayo, and other streams near by, all which form the 
richest lands of western North America, besides the mineral districts, 
that are historical, in its vicinity; also, of the accessibility of routes 
leading toward that direction when compared with other localities on 
the Gulf. * * # # * 

I have the honor to be your obedient servant, 

• B. R. Carman. 

A. K. Owen, C. E. 


fl8.] 

United States Steamer Saranac, May 10,186G. 

* * Set out to San Antonio, on the Yaqui River, in the vicinity of which 
there is a coal-mine, evidently the one referred to in the letter from the 
Navy Department, dated December 4, 1865, desiring information as to 
the quality, quantity, probable cost of mining and getting it to Guaymas, 
and the means of transportation. 

The route which we pursued, and in fact the only one which we could 
have taken in order to provide our horses with water, passed through 
the village of San Marcial, which lies seventy-five miles, measured on 
the wagon-road, to the northward and eastward of Guaymas. Coal being 
reported at this place, we immediately started for it, and after going- 
two and a half miles to the northward and westward of the village we 
turned to the left along a ravine, and after pursuing this for a half mile 
we came to what was called the mine. The outcroppings of the coal 
from the low hill on the left-hand side were plainly visible. As the mine 
had not been worked at all we were obliged to take what we could 
pick up from the surface. The coal in the box marked No. 1 is a speci¬ 
men from this mine. It is of an inferior quality, containing too much 
foreign matter to make it of any use as fuel for war-steamers. The 


46 


vein is from fifteen to eighteen inches in thickness. It is possible that 
by going deeper into the mine coal may be found of good quality and 
more of it, but appearances are against it. Br. Laight, an American 
resident of this place, and a gentleman who has resided a long time in 
this country, and paid much attention to mining, xironounces it “ stone 
coal.^’ From the position on the map this mine appears to be situated 
on a river, but at this time of the year there is not water enough to fill 
a 2 foot by 2 ditch. It is rather the bed of a river with some water in it 
during the rainy season. It is about fifty miles from this place to the 
Yaqui Eiver, so that transportation by that means is out of the question. 
Transportation by wagon to Guaymas from San 3Iarcia, over a first-rate 
road, would cost about 88 per ton. 

Los Bronces being but a short distance out of our direct route, we 
visited that. 

There are three coal-mines claimed in the vicinity of this place, all 
containing about the same quality of coal. The one we visited lies about 
one mile to the westward of Bronces, on the left-hand side of the canon j 
the shaft was filled Avith Avater. The coal is a fair quality of authracite,^ 
and the specimen marked 2, aa hich Ave obtained from this place, has been 
exposed to the sun and weather for over a year. Some of it had been 
used at the Bronces Mill for a portion of one day and gave satisfaction. 

The transportation by wagon from this place to Guaymas would 
cost over $30 per ton, the distance being 123 miles. The first 12 or 
15 miles of the road seemed too rugged and mountainous for horses 
alone, and it is hard to conceive hoAV wagons can get along. The re¬ 
maining part of the road, in the direction of Guaymas, is Awy good. 
The distance to the Y^aqui EiA^er is 15 miles OA^er an almost impassable 
road. The eleA^ation of the coal-mine, or the valley containing it, is 
4,300 feet above the level of the sea. 

From Los Bronces Ave Avent to San Antonio, situated on the Yaqui 
Elver, 15 miles from Bronces and 135 miles, by the wagon-road, north¬ 
east of Guaymas. 

Five miles from this place, in a northward and westward direction, 
and about the same distance from the river, we found coal of fair 
quality and in great abundance. The mine which we visited is claimed 
by I. Echart, a German Avorkman in the La Blanca Mill. We saw coal,. 
howcA^er, in other places in the vicinitj^ This particular mine was 
worked about three years ago, and furnished the Mexican authorities 
with coal to cast some guns at Hermosillo. The shaft sunk at that 
time has since been filled with dirt and rubbish. [Not having the means 
of getting coal from any depth, we were obliged to content ourseh^es 
with specimens taken from within 3 or 4 feet of the surface of the 
outcroppings, and which had been exposed for a long time—about a 
year. The A^ein is about 6 feet in thickness; has a pitch of nearly 2 
feet, and runs from one mountain in under the canon through, in the 
other from southeast to northwest. The caiioii in the rainy season has 
perhaps 3 feet of water. To all appearances, there is very good anthra¬ 
cite coal in this mine, and it looks as though it might be inexhaustible. 
No. 3 is a specimen from this place. 

Cost of mining : as near as we could ascertain it, would not cost over 
$1 per ton to take the coal out. Labor is cheap. Men can be hired 
for 50 cents per day, and generally plenty of them. At this time there 
may be some difficulty on account of the revolution. 

Transportation by wagons, as the roads are at present, is impossible. 
Within 15 miles of San Antonio, on the Guaymas road, the only means 
employed of bringing anything in or out is by pack-mules. The cost of 


47 


trim sporting by j)ack-males the first 15 miles, ami the remaining dis¬ 
tance by wagons, would foot up over $30 per ton. During the dry 
season there is some difficulty in getting water along the road. For 
some portions one can travel 30 miles without seeing a drop of water, 
either in stream or well. 

A railroad from Guajnnas to San Antonio would, for the first 120 
miles, be over a level plain, and the grading would not exceed $2,000 
per mile, but the remaining 12 or 15 miles over the mountains would 
require an immense sum. However, a road might be found, following, 
it may be, the bends of the rivers, thus obviating the necessity of the 
tunnel or the mountain-road. 


[19.] 

Extract of report made hy Commander Wm. T. Triixton, commanding. 

United States sloojhof-war Jamestown^ to Rear-Admiral Thomas T. Cra¬ 
ven^ commanding North Pacific Squadron, in relation to the (hay) survey 

of Topolovampo and vicinity. 

On the 23d hoisted out the steam-launch, and went in person to make 
an examination of the anchorage, stopping only in Topolovampo Harbor 
(where Lieutenant-Commander Iteed and party were at work) to com¬ 
municate. I went on to Bahia San Carlos. Passing through Topolo¬ 
vampo Straits, this magnificent sheet of water burst suddenly upon the 
view. So great is its extent, that I was unable to define the eastern 
limits, though I devoted a portion of two days to its examination. I 
was disappointed in finding the water too shoal in every direction I at¬ 
tempted to advance; the soundings were all taken on a rapidly-falling 
tide. Its western shore is composed of hills of scoria, varying from five 
to twelve hundred feet in height, and thinly covered with a growth of 
chaparral and cactus. Its north and eastern shores, as far as seen, are 
low and sandy, with rank salt-water grasses, and from a distance look as 
if they may be subject to overflow from the river Ajome. The flats 
extending from them prevented a closer examination. In the eastern 
distance high hills and mountains could be seen. 

I think there is no doubt that this bay connects with the gulf by 
Navachiste, a passage said to exist on the south side of the island of 
San Ygnacio, and possibly also by the river Sinaloa. 

You will see by the soundings marked on the tracing, there is anchorage 
for ships of the heaviest draught. 

I could see no signs of fresh water, or wood, or arable land. At 
Topolovampo good fresh water can be obtained by sinking wells in the 
sands of Conchal Point, but no tire-wood, except a very limited supply 
of chaparral. The waters of the bay abound in turtle and fish. 

It is quite probable that, on a careful examination, channels of 
moderate depth will be found through this inland sea. Certain it is, 
that in the hands of an enterprising people its smooth and land-locked 
waters would be of great value. 

At the point marked H on the tracing, in Topolovampo Straits, stands 
a dilapidated and uninhabited native hut of unusually large dimensions, 
surrounded by marks of trade, such as boxes, bottles, paper, &c., and 
from which leads a wide and well-beaten mule-track. I have no doubt 
it is a smuggling-station. The pilot admitted he had ifequently seen 
ships in here; and one of the best evidences, to my mind, of the fact 
that the port is resorted to, was found in the mysterious appearance of 
two Indians, in less than an hour after we went into camp on our first 


48 


night, who at once, and boldly, olfered to provide for the gratification of 
the vices sailors are supposed to be addicted to. These were the only 
inhabitants or evidences of the existence of human beings we met with; 
all else looks as desolate and accursed as the shores of the Dead Sea. 

Having satisfied myself that three and a half fathoms can be safely 
carried into Topolovampo, and that with the assistance of a few of 
the ordinary aids to navigation, in the way of buoys and lights, the 
entrance can be made perfectly simple, and that depths varying from 7 
to 15 fathoms can be carried through that bay and straits into the 
waters of San Carlos, and feeling assured that the magnitude of the 
work far exceeded the limited time and resources at my command, and 
in consideration of the fact that the small-pox and varioloid still con¬ 
tinued among us, (there being nine cases on the sick-list,) I broke up 
the surveying parties at 2 a. m. on the 25th, and at 2 p. m. same date 
sailed for Mazatlan. 


[ 20 .] 

Extract from journal Icept by Commander TT^ T. Truxton, commanding the 
United States sloojhoftvar Jamestoicn. 

“ Off Topolovampo, Mexico, 

“Marc/i, 1869. 

“ On the 21st, was informed by a native that the ship was off Lechu- 
guia, the mouth of river Ajome ; shifted our anchorage to lat. 25^ 33' 
north longitude, (chro.,) 109^ 21' 27" west, in ten fathoms water, hard 
gray sand. 

“ The entrance to this harbor, and the inland sea of San Carlos, is in 
latitude 25^ 33' north, longitude 109^ 14' 25" west, between two sand¬ 
banks, covered at high tide and a wash at low water, and through which 
three and one-half fathoms can be safely carried at low water. The 
land of Topolovampo and the island of San Ygnacio (between which are 
the straits of Topolovampo and entrance to the bay of San Carlos) is 
high and easily distinguishable. 

‘‘ With the Farallonc, San Ygnacio, (in latitude 25*^ 27' north, longi¬ 
tude 109° 27' west,) bearing S. W. by S., (mag.,) you have a fair view of 
Topolovampo Straits. With the Farallone, San Ygnacio, bearing S. 
54|o W., (mag.,) the entrance between the sand-banks bears hT. 54Jo 
E., (mag.) You can then stand in on that course (K 54Jo E.) with safety 
till you see the breakers on either side of the smooth water of the chan¬ 
nel ; the soundings decrease regularly and gradually; bottom smooth, 
hard sand, free of all dangers. 

‘‘ When on this line, the straits of Topolovampo will be shut in, and 
you must be careful not to be misled by an apparent opening a little to 
the northward of the jS". 54Jo E. and S. 544^ W. line, given above. 

“ For the present, and until a more thorough examination of the ap¬ 
proaches is made, it will be well to keep about half-way between the 
Farallone and the main land, and between the W. and S. S. W. points 
of the compass, before standing in too close to the land. The set of the 
tides on and outside the sand-banks is not determined; they are quite 
strong; apparent rise and fall about seven feet. 

‘‘ The high lands of Topolovampo are faced with (but separated by a 
narrow strip of water from) a bright yellow sand-beach, which stretches 
away to the northward and westward, and is lost in the distance. It 
makes a good mark for the north side of the entrance as you approach 


49 


from the westward, and in the afternoon shows well. We carried four 
fathoms to within 300 feet of the beach. 

The water in Topolovampo Harbor and Straits varies from six to 
fifteen fathoms, till well in San Carlos Bay, when it gradually shoals. 

Further investigation, however, may develop good channels through 
this magnificent inland sea. 

In Topolovamx)o, fair drinking-water may be obtained by sinking 
wells in the sand on Conchal Point. Wood is not to be had, except the 
thin growth of chaparral that covers the horrible hills of the vicinity. 
No signs of fresh water in San Carlos Bay; no wood, no arable lands, and 
no desirable place to locate a city could be seen during the brief time 
given to its investigation. The anchorage outside is perfectly safe, as a 
ship could always lie off shore with a southeast wind, should it begin to 
blow. Inside Topolovampo, vessels are entirely protected from the sea, 
while only southwest and northwest winds would be felt. In San Car¬ 
los, vessels would be entirely land-locked. In fact, for safety, no more 
secure anchorage is to be found; while, with the aid of two or three 
buoys, access to it could be made perfectlj^ simple, more so than to most 
of the harbors on the coast of the United States south of Boston. 

There are many rirers emi)tying into the Gulf of California not laid 
down on the charts. I am satisfied also that other good harbors will be 
found, when this country, which for hundreds of years has suffered 
from the curse of misrule, shall pass under the control of an enterpris¬ 
ing people. 

Imray’s chart, probably the best at present published, is exceedingly 
incorrect; in fact, the geography of the Northwest Passage is better 
known than that of this eastern shore of the Gulf of California. 

[ 21 .] 

Copy annual report^ 30^/t September, 1872, of A. F. Garrison, vice-consul 
United States, Guay mas, Mexico. 

Guaymas, Mexico, 

September 30, 1872. 

1 have the honor to submit, in comformity to instructions, my first 
annual report, and regret that this resume of the condition of the navi¬ 
gation, commerce, trade, and industrial interests in this consular dis¬ 
trict is not more satisfactory. The same stagnation and general dete¬ 
rioration of preceding years is observed. But little has occurred to ren¬ 
der this report particularly interesting, or any change in any way af¬ 
fecting American interests in this district, since the able and exhaust¬ 
ing annual report, last year, of Mr. A. Willard, consul; and I find 
it unnecessary to amplify the subject, but as all statistics are deemed 
of vital imiiortance, I will go over the ground and make the additional 
information as may be necessary, with such alterations as the season 
and change of circufhstances demand, omitting some of the minor details 
as superfluous. Inclosed you will please find tabular statements A, B, 
and G. The difficulty is very great in Sonora, of obtaining any correct 
statistical information respecting the various departments of commerce, 
navigation, trade, agriculture, mining, capital, &c., as there are no pub¬ 
lished reports to be relied upon. 

IMPORTS—A. * 

Total value of imports from Europe and United States in 


the year. . $ 1,279, 000 

Total value of duties estimated in the year. 620,000 


Total invoice-value and estimated duties. 1,899,000 

4 A T 








50 


This statement shows about five times more imported this year than 
last year’s report, which was only $270,852 ; imported value and duties 
$131,172. Evidently a great error in the collector who furnished the in¬ 
formation. In March last the State authorities of Sonora took forcible 
possession of the custom-house at Guaymas, and the ousted Federal col¬ 
lector took the custom-house book away with him when he left, so that 
the records of the custom-house, at present, are only for the last six 
months. I have, with great labor and care, collected information of the 
imports from various sources, viz: 

1. From the consignees of the four foreign vessels which brought mer¬ 
chandise from Europe, who personally reported to me that their several 
imports amounted to $715,000 j duties, $330,000. 

2. Amounts taken from the entries l3y A. W. Willard, for 1, 9, 3, by 
myself, from the consular daily register made at the time of arrivals 
from the United States, of the United States vessels and goods, which 
shows $373,000 ; estimated duties, $198,000. 

3. Information from merchants in Guaymas, of merchandise brought 
from the United States in vessels under Mexican flag, $191,000 ; esti¬ 
mated duties, $92,000 j total invoice value, and estimated duties and im¬ 
ports, $1,899,000. 

I could not collect any very definite statement, as to the different 
items of merchandise and the separate quantities. I therefore made the 
best estimate I could, and I believe that my reported imports fall short 
of the real value, which I believe would amount to over one and a half 
million dollars. There is much foreign merchandise that comes to this 
port, in an indirect way by the coasting station vessels, from Mazatlan, 
&c., of which I have no account. 

EXPORTS—B. 


10,806 beef-hides, amount with charges... $29,240 93 

Gold and silver coined bullion from Guaymas, duties.... 919,450 00 
Ores, hogskins, pepper, and gum. 2,355 19 


Total shipped from ports of Guaymas. 951,046 12 

Estimated amount coin shipped to Mazatlan, Alamos mostly 478,900 00 


As estimated, total exports. 1,429,946 12 


The above report of gold and silver coin and bullion exported was fur¬ 
nished by Wells, Fargo & Co.’s express, by whom all is shipped abroad. 
The amount sent to Mazatlan by water and land is variously estimated 
from $400,000 to $600,000. 


NAViaATTON—C. 

Vessels entered port of Guaymas during the year are— 


From United States, steamers, 10; sailinj^-vessels, 12; tonnage, 10,814. 
“ England, u .. ^ .. 2 ^^' 

“ Denmark, “ “ J “ 171 . 

“ Germany, “ “ 2 “ 536. 

Mexico, “ “ (small) 136 “ 4,784. 


Total vessels entered, total tonnage.152 16,572. 


Vessels under the Mexican flag are mostly small coasting craft, gen¬ 
erally carrying native produce from this port to the States south, Jalisco 












51 


and Sinaloa. Some of the larger go to San Francisco. Vessels arriv¬ 
ing from San Francisco mostly leave in ballast. The packet steamer on 
its way takes a return-cargo of salt from Carmen Island, 120 miles 
south in the Gulf which is owned by the Packet Co. Sailing-vessels 
frequently get return-cargoes of lumber, and Brazil or logwood for dye¬ 
ing from the States south, and Lower California. The N. P. T. Co. 
(only i^acket) makes a trip about every thirty-live days from San Fran¬ 
cisco to this and intermediate ports. But one United States ship of war, 
the Saranac, has visited the port of Guaymas this year, remaining 
only six days, in this connection I would beg leave to respectfully 
suggest the propriety of United States ships of war more frequently 
visiting this port, in the present disturbed condition of the country. 
Guaymas has been captured, and contributions levied three times in 
the last few months by raiders, and they are growing more audacious. 
Our iSTavy is the only check or power we can present here against law¬ 
lessness. The republic of Mexico has no navy upon this coast, and her 
ports and commerce are left at the mercy of the buccaneers who infest 
these waters. 


PORT CHARGES 

Eemain the same as last year, except the light house dues and pilot¬ 
age are abolished. 

ILLEGAL INTRODUCTION OF GOODS—-IMPORTS. 

It is a universally acknowledged fact, to which I would beg leave to 
call your iiarticular attention, that foreign merchandis’e brought to the 
Pacific coast on foreign vessels direct from Europe are admitted at many 
ports upon this coast by arrangements between the importers and custom¬ 
house officials at greatly reduced rates or duties, and thence distributed 
through the country, which enables foreigners to control the principal 
trade and commerce on this coast. Merchandise brought by American 
merchants in j)ackets and schooners from the United States and paying 
full duties, cannot successfully compete with this fraudulent system of 
introducing goods into the country under such arrangements at greatly 
reduced duties, amounting to large percentage, thus driving the Amer¬ 
ican merchants from the market. I do not know of an American house 
of any magnitude upon the Mexican coast, (Pacific.) The wholesale 
trade upon this coast is a German and English monopoly. 

TARIFF DUTIES. 

The new Mexican tariff or arancel went into effect on the 1st of July 
last. Importations of mining and agricultural implements, &c., and 
machinery are admitted free, and dues on light-house and pilotage 
abolished. There is an increase of about from 5 to 10 per cent, on the 
invoice-value of goods imported over the old tariff of 185G. The duty 
upon a general assortment of merchandise is of from 60 to 80 per cent. 
There is a slight modification upon silver exported—now 5 per cent, 
instead of 8; gold at J per cent, in place of 1J ; silver bullion, formerly 
prohibited, is now allowed to be exported at about 9.41 per cent, on 
assay-value. Ores of all kinds are still allowed exportation from any 
part, under any flag, free of duty. 





52 


RAIL-ROADS. 

A concession was granted to au Americau citizen by the last legisla¬ 
ture of the State of Sonora for a railroad from the port of Guayinas, 
Mexico, to the Arizona line, United States, with a subsidy of five 
square leagues to the mile, &c., which has gone forward for approval to 
the National Congress of Mexico. This railroad is designed to intersect 
the Great Southern Transcontinental Eailroad, which is now being built 
from San Diego, on the Pacific, to strike the waters of the Atlantic at 
Shreveport, on Red River, and which is the best line for a railroad 
across the continent unobstructed by snow, and through a healthy par¬ 
allel of latitude, (32°,) and runs entirel}^ within the United States. 
Said railroad, from Guayinas to the point of intersection with 32d par¬ 
allel, or Texas Pacific Railroad, is about 350 miles of cheap and easy 
construction, and will be an important feeder, and running through 
the heart of Sonora, when built will speedily be the means of devel¬ 
oping her vast mineral resources and bring to market her immense 
tracts of fertile lands hitherto out of the reach of rapid and cheap com¬ 
munication, and bring capital to the country and stimulate industry 
and enterprise, and extend civilization. Guaymas has the best harbor 
upon this coast, of deep and secure entrance, land-locked on every 
side, and is a geographical point of great importance. This contem¬ 
plated railroad will put her in direct communication, by ru^7, with all 
North America. Her sanitary qualities are excellentj no epidemics; 
and it is believed this railroad will secure the East India trade, which 
is designed for the southern and western United States, as it will be 
the cheapest, and several hundred miles the shortest route. 

Guaymas will then possess the elements of prosperity, and business 
conducted by foreigners will expand and build up a city second only in 
importance upon the North Pacific coast to San Eraucisco. 

TRANSIT OF UNITED STATES MERCHANDISE THROUGH MEXICAN TER¬ 
RITORY. 


TlieNational Congress of Mexico has passed a law allowing to United 
states citizens the privilege of transit of private merchandise through 
.^bonora, from Guaymas to Arizona, United States, for goods in pack¬ 
ages direct from the United States, with only a nominal duty of per 
cent, upon the schedule duty of importation. The merchants of Tuc¬ 
son have avaiM themselves of the privilege, and five trains have passed 
successfully. Heretofore, this privilege was allowed only to United 
■btates supplies. The arrangement will much redound to the interest 
ot both countries. 


MAIL AND POSTAL SERVICE. 

There is a tri-weekly mail in coaches leaves Guaymas for Hermosillo 
and Ures, and a semi-weekly mail on horseback for Alamos, which is 
continued to the city of Mexico. There are also some weekly mails from 
Hermosillo to Tucson, in the United States, connecting with Guaymas 
mails. The internal postage in Mexico is over eight times as much as 
in the United States. 

EDUCATION—COMMON SCHOOLS—NEWSPAPERS. 

There is a free school for boys and girls in every town and city of any 
importance in the State, numbering seventy to eighty schools, attended 


53 


by twenty-five hundred to three thousand scholars. Instruction, read' 
ing, writing, arithmetic, geography, and grammar, and the girls, in addi¬ 
tion, mostly taught needlework, embroidery, and drawing. There are 
also private teachers, i^atronized by the more wealthy citizens and some 
of the municipalities. At Ures, the capital of State, there is a college 
for boys, (one hundred and seventy scholars,) where the higher branches 
of education are taught. At Hermosillo a private school for girls, taught 
in English and American, by a French lady, (thirty scholars.) At Guay- 
luas, an English college for both sexes, by Charles T. Gomperty and lady, 
(thirty-four scholars ;) instruction, similar to the grammar-schools in the 
United States. There are three newspapers published in the State in 
the interest of the authorities, containing but very little general news 
or valuable information, with a circulation of from two thousand to 
three thousand. The official paper is published at Ures, and one at Her- 
mosillo and one at Guaymas. 


mijN^es and mining. 


There have been no important changes in mining interest since last 
year’s report. There is about the same number of mines worked and 
capital employed. Some of the old Spanisli mines that have come under 
the management of foreigners are reported unexpectedly rich, and there 
is a pretty well authenticated report that exceedingly rich silver-mines 
have been lately discovered in the north of the State, along the line. 
All told, great and small, I suppose, there are worked from one hundred 
and forty to one hundred and fifty mines, mostly silver, besides many 
Gambucinos, Yaqui Indians, who work all about, mostly in abandoned 
mines, or where they can find any ore. The yield is about the same as 
last year. There is a large American company and one large English 
comiiany, and some two or three tolerable-sized German companies, 
with many smaller companies, and individual adventurers—American, 
English, German, French, and Italian—and innumerable small Mexican 
mines, some three or four of considerable size, all mostly engaged in. 
silver-quartz mining. The report of coinage and bullion shipped will 
give about the amount produced, viz, $-. Some silver and cop¬ 

per ore is shipped to United States and Europe. Of the capital em¬ 
ployed I have no reliable data; estimated, about, American, $300,000 
to $400,000 ; English, $200,000 to $300,000; other foreigners, $100,000 ; 
and native Mexican, from $100,000 to $300,000. Machinery and steam 
is used in all large mines. 

Sonora is undoubtedly one of the most valuable mineral States of 
Mexico, rich in mineral wealth. Immense stores of silver, gold, copper, 
lead, and iron yet remain buried in her mountains all over the State. 
There have been denounced in this State over seven hundred gold and 
silver mines, which have mostly been worked to some extent. Also tin, 
coal, &c., and gold and silver placers, and a mountain of plumbago and 
two of white marble, saltpeter, soda, potash, &c., but which will never 
be developed under the present government and people, which, under 
favorable circumstances, would be extremely profitable worked. Capi¬ 
talists decline investing under the present system of oppressive tax¬ 
ation, and without any adequate protection or security for life or prop¬ 
erty, being constantly in dread of spoliation from revolutionists, and a 
general lack of confidence in the protection from the government. For 
these reasons many mines, after a great expense being incurred, have 
been abandoned, and some of the best mines cannot be worked, owing 
to the presence and hostility of the Apache Indians. There are many 




54 


miDGS knowu to exist uot even denounced. All told probably amount 
to one thousand. No scientific or systematic exi)lorations of the State 
have ever been made. 

SOIL, TIMBER, RIVERS, CLIMATE, HEALTH, &C. 

The general configuration of this State is mountainous, broken, and 
rolling, with extensive arid iilains, covered with scrub-timber; not culti¬ 
vated for want of water, but is supposed could be reclaimed by arte¬ 
sian wells. The valleys are extensive and fertile, particularly upon 
the Yaqui and Mayo Eivers south; and where sufficient water can be 
obtained for irrigation, will yield in abundance most of the xiroductions 
of the temperate and torrid zones, yielding from the same ground two 
croxis in the year. But little timber found fit for lumber, but amply 
sufficient for firewood, and many other x)urposes. All of the good lum¬ 
ber for building is brought from Oregon, United States. 

Climate is mild, thermometer ranging from 50° to 80^, and occasionally 
to lOQo in the south. Sanitary condition good; no exndemics. The 
great disadvantage under which this State labors is want of rivers for 
irrigating purxioses. There are no navigable rivers in the State, and 
only two that run into the Gulf, the Yaqui and Mayo Elvers. The other 
various small streams in the north and middle of the State sink in 
the sand before reaching the Gulf. 

In the north the climate is very agreeable, and is particularly adapted 
to xiastoral purposes. The most nutritious grasses are found in great 
abundance uxion the plains, hills, and valleys, and stock can be raised 
without feeding, making excellent beef, and with scarcely any expenses; 
but which country, however, has been abandoned bj^ stock-farmers on 
account of the dexiredations of the Axiache Indians. 

In the south of the State, uxion the Yaqui and Mayo rivers, there are 
extensive rich cotton-lands, some 2,500,000 to 3,500,000 acres, which by 
climate and soil are xieculiarly adapted to the raising of cotton and cane, 
but are cultivated only to a very limited extent by the Yaqui Indians, 
who inhabit and claim the land, and will suffer no white settlements. 

AGRICULTURE—FRUITS—PRODUCTS. 

No advance has been made in developing agriculture in this country 
but little labor is bestowed upon the x^reparation of the soil, they stik 
use the grub-plow, which only stirs the surface of the soil, and cul¬ 
tivate alone with the hoe. If the ground was proi)erly prepared and 
crop worked as in the United States, the yield would be much heavier. 
To raise good crops irrigation is usually required. Two crops are raised 
from the same ground in the year, say one of wheat, followed by corn, 
or one of wheat, then beans, &c. We have arable soil enough in this 
State to raise breadstuffs sufficient for twenty times over present 
population. The products are of considerable variety, the climate par¬ 
taking of the temperate and tropical. Cereals mostly grow as well 
here as in the United States. Light crops are expected this year, owing 
to the drought. 


REVIEW, QUANTITY, PRICES, &C. 

^Ylleat is the leading staxde, and of superior quality ; yields heavily 
from twenty-five to thirty-five bushels to the acre, the annual yield 
about 800,000 to 1,000,000 bushels, which furnishes a surplus of sixty to 


55 


ninety tliousand pounds of flour, wliicli is shipped to the Coast States 
south. Owing to the drought this year, not much surplus; we have 
only about two-thirds of a crop estimated ; and figures are ruling high 
lor flour, from $3.50 to $4.50 for one hundred pounds, usually $2.50 to 
$3. There is a large number of flour-mills, seven of which use steam ; 
all turn out good flour. In the north much of the flour goes overland 
to United States. Transportation to the coast, and thence by sea, is 
so high as to leave but little margin for any kind of j)roduce. 

Corn yields well, not, however, equal to United States, and is all 
consumed in the country. Average i)rice $2 to $2.50 a fanega, (about 
three bushels,) but owing to partial anticipated failure of the crop, worth 
from $4 to $5 a fanega; yearly crop, 300,000 to 400,000 bushels. 

Barley and oats are but little cultivated, but grow well. Prices from 
$2 to $3 a fanega; the annual crop only some 20,000 to 30,000 fanegas. 

Beans enter largely into the home consumption of all classes; in 
fact may be called the national dish; cultivated extensively, and yield 
bountifully; products, yearly, from 150,000 to 200,000 bushels; usual 
price, $G a fanega, at present from $10 to $11 a fanega. 

Sugar-cane I consider one of the best agricultural investments in the 
State. The cane once started only requires to be replanted once in 
three to five years, and but little care necessary after the first year. 
I have no means of ascertaining the quantity raised, but is about suf¬ 
ficient for home consumption ; none is exported. The cane is ground 
in mills, and the juice boiled and molded into pound-cakes, called 
panocha. Market-price, $25 per cargo, (three hundred pounds.) There 
is no American capital engaged in the business. The lands upon the 
Yaqui and Mayo Kivers are extensive, and admirably adapted to its 
culture, and where it is never injured by frost, and raised even without 
irrigation. There is no sugar-refinery in the State of Sonora. 

Cotton is cultivated with but indiflerent success; complaints are, dam¬ 
age by worm, &c., but I fear its character is but little understood or 
attended to. There are no Americans engaged in its culture. There is 
a cotton-mill of sixty-four looms at San Miguel, in the interior of the 
State, (the only manufacturing company of any kind in the State,) 
which consumes the crop; made into coarse manta. Company pays 
twenty to twenty-five cents for the cotton, running about two-thirds of 
the year; value or quantity produced not known. 

Tobacco .—This soil and climate are favorable for raising tobacco, and 
considerable quantities of good quality are produced, and mostly made 
up into cigars of good kind, which bring here from $10 to $35 per thou¬ 
sand. Many are sent to Arizona, United States. Tobacco, six to twelve 
cents per pound. 

Coffee and Tea .—Some experiments have been made in the south of 
the State, demonstrating the practicability of their successful culture 
here. 

Vegetables of all kinds grow very finely here. 

Silk and grape culture would be a success here. 

Products indigenous to the country are— 

The indigo-plant, castor-bean, cactus, soap-plant, and mescal, large 
quantities of the latter of which are distilled; copal, gum arabic, bone- 
seed for oil; and of dye-stuffs, orchill moss, cochineal insect, and sea- 
gout; medical plants and shrubs of great virtue ; visnaga, a succulent 
plant much valued for quenching thirst; tropical fruits in great excel¬ 
lence and abundance—oranges, limes, lemons, figs, plantains, grapes, 
quinces, pomegranates, dates, &c.; peaches, good quantity in the north. 

Salt in great quantity and good quality in the lakes and islands. 


56 


Butter and cheese they have not learned to make of good quality. 

Seals, turtles, oysters, and fish of excellent quality and inexhaustible- 
quantities found in the Gulf of California. 

Pearls and shells also found in the Gulf of California. 

POPULATION—CAPITAL—LAPpP. 

The census of this State in 1811 showed a population of over 150,000 
inhabitants, including Indians, who are mostly considered citizens, and 
vote. There has been no census for the last four years reliable. In 1808 
reported census was 108,000, all told. I would judge there is a popula¬ 
tion at present, including Indians, of about 100,000. Mexican population 
mostly of mixed blood. Pure Indian race is about one-third of the 
above—33,000—comprising ten tribes, numerically estimated, yiz: 
Yaquis, 18,000; Mayos, 0,500; Opatas, 2,700; Papagos, 2,600 ; Pimos, 
1,500 ; Apaches, 700; Ceris, GOO; Cocomaupos, Yumas, and Gilas, about 
100. Indians live all over the State, mostly iniiueblos, or working in mines 
or ranches, and ail peaceable except Apache Indians, who are broken into 
small bands, under different chiefs and names, and have no fixed abodes. 
They are the scourge of the country—the Bedouins of Korth America ; 
the most barbarous and savage Indians upon the continent; several 
thousand strong, roving from latitude 27° in Mexico, to latitude 31^ or 
350 in the United States, robbing and assassinating without regard to 
race, sex, or nation, all who come within their power. “ Their hand 
is against every man, and every man’s hand against them.” By their 
rapine and murder they have depopulated the north of Mexico, and the 
same rapine and murders i^erpetrated in Southern United States almost 
with impunity, defying the power of both governments. The governor 
of Sonora offers a reward of $300 per scalp, and gets only a few a year. 

Foreigners are about 100—one-third American, one-third English and 
German, one-third French, Spanish, Italian, and some few South 
Americans. 

Labor, of hard kind, is mostly performed by the Yaqui and other 
Indians, who receive from $0 to $8 per month and a small ration of beans 
and corn. One of the superior advantages of this country is that labor 
out-doors can be performed every day in the year, unobstructed by rain, 
heat, or cold. But these people are indolent—do not work one-third of 
their time, and live from hand to mouth, without regard to the future; 
subsist mostly on beans, corn, and fruits; require but little clothing or 
shelter. 

American interests remain unchanged. There is one large mining com¬ 
pany at San Marcia), and many others in a limited way. No large com¬ 
mercial houses; only small traders. Some work in mines or on ranches,, 
and at their trades. Steam-packet every forty days from San Francisco, 
and owned there. 

Foreigners of other nationalities engaged in about the same employ¬ 
ments. English have one large mining company at Alamos, and some 
smaller ones. Germans have several respectable small mercantile 
houses; also the French. Mexicans sell most of the goods; mostly in 
debt; no capital. Total foreign capital will probably fall under $1,000,000. 

MINTS AND COINAGE. 

There are two mints in the interior of the State at Alamos and Her- 
mosillo. They were established some twelve or fourteen years ago by 
an English company; but owing to some alleged forfeiture of the privi- 


57 


lege, they were forcibly taken possession of by the Federal Government,, 
who now conducts them and are in charge. 


Alamos coinage, gold. $ 

“ silver. 

“ “ copper. 

Alamos total. $ . 

nermosillo mint, gold. $ .. 

“ “ silver eagle dollars. 

Ilermosillo total. $ . 

Total coined at both mints in State... $ . 


Owing to the fact that bullion for the last few months being allowed 
export, reduces the amount of coinage. 

CONSULAR. 

The German Empire has established a consulate at this port. Mr. 
Adolfo Billie, an intelligent German merchant of this place, has been 
appointed vice-consul for this port and for the German Empire. There 
is no other consular representation except our own government. This 
allowing consuls to engage in business transactions where their pe¬ 
cuniary interests are involved, is a great temptation for favoritism and in 
office, and destructive to that personal independence so essential for the 
stern and impartial discharge of their official duties, and derogatory 
to that dignity and official standing which should characterize the rep¬ 
resentatives of all great and powerful nations. At this port, however, 
other consuls than those of our own have little official influence or 
favors to bestow. 

BODY POLITIC OP THE STATE OF SONORA. 

Legislative branch .—To the FTational Congress of Mexico there aro 
two members sent from this State, chosen indirectly by the people 
through election for two years. Members of the State legislature are 
elected direct by the people yearly, for each of the nine districts in 
the State, who annually hold their sessions at Ures, the capital. Cities 
have their common councils elected by the people, who regulate muni¬ 
cipalities, and have a mayor, who is ex-officio president, and who com¬ 
mands the city police and performs other duties. 

Executive jgoicer is lodged in the governor of the State, who is elected 
by direct vote of the people every four years, and a vice-governor, who 
is appointed by the legislature, together with a prefect from each of 
the nine districts, who are appointed by and are under orders of the 
governor, and when deemed necessary, exercise despotic power. The 
governor calls upon and commands the State militia when required. 
The national government at times have regular troops stationed at 
Guaymas j now only State troops. 

Judiciary is composed of three supreme judges of the State, and in each 
of the nine districts a judge of the first instance, who are recommended 
by the legislature and commissioned by the governor. Also alcaldes, 
for the trial of minor cases, elected by the people, and a civil judge, for 






















58 


marrying, &c.; also, federal judge, to decide marine cases, &c. ,* and a 
federal supreme court of the republic, who hold their sessions at the 
city of Mexico, and have original and appellant jurisdiction in impor¬ 
tant cases. It may be remarked that, as a general rule, the Mexican laws 
for the protection of persons and property and right are just and good, 
founded upon the United States laws. The difficulty is in the adminis¬ 
tration of the laws without an independent, honest, impartial and just 
judiciary. Laws are frequently used as engines of injustice and oi)pres- 
sion, or are suffered to remain a dead letter. 

MILITARY AND POLITICAL CONDITION. 

All is tranquility and peace at present in this consular district. In 
fact there has been but little disturbance within the borders of Sonora, 
the past year. There was a revolt of the federal garrison of some two 
hundred and fifty troops at Guaymas in October last, headed by sub¬ 
ordinate military officers, in which their commanding officer and three 
others were killed, and the city taken possession of fora few days, levy¬ 
ing upon the merchants a contribution of $15,000, and collecting $30,000 
of dues due the general government forcibly, and then left for the in¬ 
terior of the State, where they were met by the State troops under Gov¬ 
ernor Pesqueira, and defeated, and seven of their leaders tried by a 
drum-head court-martial and shot, by order of the governor, which 
ended the rebellion in Sonora. Governor Pesqueira marched with the 
State forces to the relief of the federal government, into the neighboring 
State of Sinaloa, where he had some engagements with the revolution¬ 
ary forces with varying results. There are no federal troops at present 
in this State, only a few State troops at this port, Hermosillo and Ures, 
with a few pieces of artillery. The revolutionists at last accounts had 
again taken possession of the city of Mazatlan, and rumors from other 
sections of the republic bring the conviction that we will have a renewal 
of the general devastating revolutions which have so long weighed down 
the people. The temporary peace appears to have arisen from the ex¬ 
haustion of the country, and if we may judge from past experience, dis¬ 
cord will again be inaugurated, so soon as recuperated, which indeed 
appears to be the normal condition of this distracted people, destructive 
alike to all prosperity, aud indeed to her very political existence. 

GENERAL REMARKS. 

I close this report by a few general remarks, which perhaps may not be 
considered strictly in keeping with an official communication of this kind. 
But I think, however, a few details connected with the working of the 
government of Mexico aud characteristics of the inhabitants may not 
prove unwelcome, as all that relates to the neighboring republic, at this 
critical era in her history, is of equal interest in the United States. I 
thought you would not object, as a practical man of thought and fore¬ 
sight, to an unvarnished history of “ facts,’’ upon which sound policy of 
government alone can safely be based. 

In this age of rapid communications and changes, and great develop¬ 
ments, when all the rest of the civilized world is moving onward, we 
find this people going backward. The ignorance of the masses, and big¬ 
otry of the higher classes, reject all progress. They want vitality, in¬ 
dustry, and enterprise. In agriculture, they still use the grub-plow 
with oxen yoked to the horns, and cultivate alone with the hoe ; in other 
branches of industry, and manufactures, modern improvements are 


59 


mostly rejected. Mining, manufacturing, and in fact all industrial pur¬ 
suits, are taxed to that extent to render them unproductive. This peo¬ 
ple cannot comprehend the mutual advantages which would arise by 
the introduction of capital and skilled labor, and a liberal policy of 
duties. The wealth of Mexico, handled by enterprising, industrious 
business men, would yield, at a fair rate of duties in the end, a much 
larger revenue, and institute a constant tendency toward progress in 
every branch of industry, and create new sources of wealth. But they 
seem to single out for levy and taxation, every new branch of industry 
and trade until it becomes unprofttable and dies out. They have a 
strange antipathy to Americans. The good which we have done them is 
forgotten, while the smallest injury is carefully notched upon the tally. 
There are, however, to be found in this country many liberal, intelligent 
gentlemen, with solid reason, and business men of capacity, and good 
merchants; but, unfortunately, they do not control the destinies of the 
country. The future of Mexico looks dark and gloomy to me. Be volutions 
and intestine wars, in my opinion, will exist in this country until radical 
change and some other form of government is instituted. The masses, 
from ignorance, superstition, and their reckless, improvident nature, with 
an habitual indolence which makes industrial pursuits distasteful to them, 
become an easy prey to any ambitious adventurer wdio demagogues with 
them, and the petty jealousies and ill feelings among their chiefs will keep 
alive their internal dissensions, and, I am afraid, will never be obliterated, 
and end only in a Kilkenny fight. The young men, the bone and sinew of 
the country, are forcibly pressed into the army, leaving but few for work. 
There can be but little mining or agricultural wealth i)roduced, their 
only source of subsistence. Governments are instituted for the pro¬ 
tection of the body-politic in their chartered rights. Here the citizens 
have little security for their lives or property, the government of their 
own creation frequently beiug oppressor. Spoliation and outrages are 
mutually committed by the contending factions, who are as atrocious 
and cruel as in the most barbarous ages. The fate of the captive most 
usually is decided by the bullet. There is no security for the fireside 
and home. The good citizen of substance and industry is broken up 
and ruined, destroying all hope and personal ambition. All this is pro¬ 
ducing fearful embarrassment and destitution. Capital shrinks from 
investment where life, property, and liberty are so insecure, and menof 
means are embracing every available opportunity of winding up their 
business and leaving the country. There has been an exodus of more 
than one-third of the entire population of Sonora, mostly her product¬ 
ive citizens, in the last eighteen years. I see no hope of an end to 
existing evils, and there is no telling what amount of bloodshed may 
ensue, and then be no nearer to a peaceable solution of their difficulties. 
A temporary quiet is only the peace that follows exhaustion and 
lironunciamientos to be renewed so soon as recuperated. It would seem 
that universal anarchy must prevail. The revenue of the government 
does not meet their current expenses, and I see no other way of dis¬ 
charging the national debt but by repudiation. The federal government 
of Mexico has proved too weak, or is unwilling to protect foreigners 
within her borders in their treaty-stipulated rights, or prevent ma¬ 
rauding upon our territory. This consulate has presented cases of rob¬ 
bery and murder, wantonly, of our best citizens by lawless Mexicans on 
our borders and in the neighboring territory of the United States, and 
there are now lying before me well-authenticated statements that our 
peaceable citizens in Texas are daily butchered and despoiled of their 
^ property by bands of robbers from Mexico, and a loud and urgent demand 


60 


is made for protection against tlieiraggressiousas tbe paramount duty of 
the United States Government. All these facts, united with the ruinous, 
corrupt, and expensive system of collecting taxes, (estimated at 33J per 
cent.,) and the constant increasing demand for revenue, with the declin¬ 
ing ability of the x^eople to pay, are the obvious causes which have borne 
this country and people to the very verge of the vortex of bankruptcy 
and political desolation. History tells us of somewhat similar disorders 
existing in governments of the old world which have been restored to 
order and prosperity by— 

1 . The foreigners of the country assuming authority j but here there 
are not sufficient to venture upon an effort. 

2. Some neighboring sovereignty, assuming direction, have inaugu¬ 
rated a stable and honest government. The United States will not 
suffer any foreign power to interfere with the domestic relations of Mex¬ 
ico, as the Monroe doctrine is the popular theory there, and I see n o- 
disposition upon the part of the United States to interfere for the estab¬ 
lishment of law and order and guarantee to this peo^de that protection 
of life, liberty, and the pursuit of human happiness, with religious and 
X:)olitical freedom, which is the inalienable right of all mankind, and 
which the moral sense of progressive, enlightened civilization demands. 

I have the honor to be, sir, very respectfully, your obedient servant, 

A. F. Garrison, 

Vice-Consul, 


Mazatlan, Sinaloa, Mexico, 

August 21, 1872. 

Sir: In compliance with your verbal request, I take pleasure in sub¬ 
mitting the few following remarks in regard to the resources and ca^ia- 
bilities of Northwestern Mexico. 

Strange as the fact may be, that portion of North America which is 
in immediate contact, geograi)hically, with one of the most advanced 
peoide of the day, and within easy communication with the balance of 
the civilized world, is, to-day, less known to the world than many other- 
more remote and inaccessible countries. This is the case with Mexico, 
and nothing, perhaps, but the advent of a new people may tear away 
the mist and vagueness which surround her. 

The extreme northwestern iiart of the republic of Mexico is, jrroperly 
speaking, comxiosed of the States of Sinaloa and Sonora, and, separated 
from these by the inland sea called the “ Gulf of California,’^ the terri¬ 
tory of Lower or Baja California. This Gulf is embraced between the 
liarallels of latitude 22° 45' and 31° 45' north, while its extreme south¬ 
ern and western jaw, or limit, is in longitude lOO^ 30' west from Green¬ 
wich, and known as ‘‘Cape San Lucas.” Its extreme boundary to the 
north is in longitude 115o 15' west. The widest portion is at its mouth, 
and extends from the cape mentioned to the harbor of Mazatlan, on its 
eastern shore, and measures nearly 185 miles from point to point, b ut 
narrows gradually and irregularly until it terminates at the mouth of 
the Colorado Eiver. Throughout its entire length, which is not far fro m 
750 miles, islands of greater or less magnitude are to be found; notab ly 
amongst which are the “Espiritu Santo,” “El Carmen,” “Tortuga, 
“San Yldefouso,”“San Marcos,” “SaivEstevan,” “Los Angeles,” “Tibu- 
ron,” “Consag,”and many others of smaller dimensions. On some of 
these, more particularly a rock to the north of Tiburon, guano has bee n 
found and exported to advantage. 





61 


About many of the islands in the northern part of this Gulf immense 
numbers ot the common hair-seal {Phocidcv) aboundj and so unused to 
the presence of man, that they could not be made to move out of your 
way on landing. I have seen the beach of Los Angeles Island lined for 
miles with them, basking in the sand. I mention this simply with the 
idea that they might be made an important source of revenue, as has 
been done in our newly-acquired Territory of Alaska. 

Xot only are seals found here in great numbers, but whales, porpoises, 
nnd other cetaceans find the waters of this Gulf a favorite feeding and 
breeding place. Fish in endless varieties, turtle, oysters, and the hawk’s- 
bill turtle (Ghelonla inihricata) which furnishes the tortoise-shell of com¬ 
merce, abound in countless myriads. None of the islands are inhabited, 
if we except the southern end of Tiburon, where a few miserable Ceres 
Indians maintain a scanty livelihood by fishing. A solitary, scanty 
spring furnishes them with water. No attempt has ever been made to 
cultivate any of the islands of this Gulf, for the reason that water is not 
to be found on them in sufficient quantities for irrigation. AVith the ex¬ 
ception of a limited supply on the northern part of Los Angeles Island 
and that mentioned as existing on Tiburon, no other island in the Gulf 
contains a drop. 

The peninsula of Lower California, which forms the western boundary 
of the Gulf, extends from a ])oint fifteen miles below San Diego in Upper 
California (lat. 32° 15' N.) and extending S. 33^ E. for seven hundred 
and fifty miles, terminate at Cape San Lucas, in lat. 22^ 45' N. Taken 
as a whole, probably no more uninviting stretch of land is to be found in 
North America. With the exception of a few well-known springs, two 
or three extremely scant rivulets and some wells and water-holes, the 
entire peninsula is devoid of water in quantities sufficient for any large 
or practical purpose. The entire population, consisting of about ten 
thousand inhabitants, is congregated principally about the small towns 
and villages which have sprung up about or near the most favorable 
spots, where water could be obtained. Among the principal ones of 
these I may mention “ La Paz,^^ capital of the territory, and containing a 
population of nearly 2,500 j San Jose del Cabo, at the extreme southern 
end of the peninsula, with a population of 1,500; Loreto, the ancient 
capital during the Spanish administration, with a population dwindled 
down to not over 300; Mulege, the garden-spot of Lower California, with 
1,000; Comondri, on the Pacific or western coast of the peninsula, a 
great resort for runaway whalemen, contains about 300 souls; Santo 
Tomas missions and surroundings, with about 1,500—mostly cattle- 
breeders. The balance to make up the ten thousand are scattered over 
the length and breadth of the land wdierever water is to be had; these 
.eke out a scanty subsistence by cultivating the vine, sugar-cane, figs, 
and dates, all of which arrive at wonderful perfection in this climate ; 
and the assistance of a few cow^s, which manage in some miraculous 
way to thrive on the dry, thorny brush which scantily grows on the 
sides of the hills. Neither corn, wheat, nor other cereal is ever attempted 
to be raised, except in the extreme northern part, and there only in 
very small quantities. Every inch of ground capable of being moist¬ 
ened from some adjacent spring is rigidly devoted to the production of 
the above-named fruits, and may be, where nature has been more liberal, 
the olive and orange. The population, rendered frugal from the nature 
.of their country, manage, in the face of this great dearth of water, to 
X)roduce a surplus over and above their wants, and this finds its way 
across the Gulf in the form of dried dates, figs, raisins, and “panocha,’^ 
^(or raw,sugar,) together with cheese and dried beef. Ilides to the num- 


62 


ber of ten thousand annually are exported directly to Upper California* 
These are collected by the small traders throughout the peninsula, who, 
in turn, take them to La Paz or San Jos6 for shipment. In return, they 
import corn. Hour, and cottons, and such articles of native production 
(sarapes, or woolen blankets, and rebosas, or cotton shawls) as they 
may be in want of. 

A superior kind of wine, resembling the i^eniusular wines of Europe, 
is produced, but not in sufficient quantities for exportation. The little 
village of El Patrociuio, a few leagues to the southwest of Mulege, 
produces annually about sixty barrels of a wine resembling sherr}", which 
is considered superior to any European production, and sells readily" in 
Lower California at from $12 to $18 per barrel of eighteen gallons. 

The valley of Mulege, situated on the Gulf side, about midway of the 
peninsula, and in which the village of the same name is found, contains 
a small lake fed by large springs, three miles from the coast. A stream 
or brook, the largest in Lower California, takes its rise here and flows 
its short course to the Gulf. On either side of this stream are found the 
most magnificent groves of date, fig, and olive trees, and so plentiful is 
the i)roduction of the latter, that I have seen hogs turned in to fatten on 
the olives which were allowed to ripen and fall, simply, as it was explained 
to me, for the want of barrels in which to cure them and send them to 
market. The most important branch of industry, however, which is 
carried on on the Gulf side of the peninsula, is the pearl fishery. The 
pearl-oyster {Avicida margaritifera) is found along ;the western shores 
of the Gulf, between La Paz Bay and Point Santa Inez, twenty miles to 
the north of Mulege. The work of diving for the oyster in which the 
pearls are found, goes on continually between the months of May and 
October, and is mostly done by Indians brought over for that purpose, 
from the Yaqui Piver, in the State of Sonora, who hire themselves out 
for the season for a share in the “ catch,” to the parties entering on this 
kind of business. These are generally native Californians, who furnish 
the provisions, and are the owners of the canoes which are used for the 
work. The entire yield of the pearl-fisheries varies, but may be set down 
as not less than $50,000 nor more than $75,000 per annum. To these- 
amounts, however, we must add the value of the pearl-oyster shell, 
[Concha ndcar^) which is worth about two dollars per quintal on the 
ground, and is exported to Europe. The sale of the shell is reckoned as 
being sufficient to cover the expenses of the diving season, leaving the 
pearls obtained as profit. 

Some of the noblest bays and harbors in the world are found on the 
coasts of this peninsula, notably among which I may mention Mag¬ 
dalena Bay, on the western or Pacific side of Lower California, where 
the colonization schemes of Jacob P. Luse, Capt. J. B. Isham, and Col.. 
Brake De Kay culminated and came to an untimely end, and this 
simply for the want of drinking-water. These parties, who were asso¬ 
ciated with others in Kew York, had obtained a large tract of land from 
the Mexican government, about this bay, and, with views to its colo¬ 
nization, had landed some three or four hundred people there, who, 
after struggling along miserably for a few months, drinking nothing 
but such water as they were able to distill from the salt waters of the 
bay, had to abandon the project. The only real favorable result of the 
whole thing was the discovery of a lichen known in commerce as 
“ orchilla,” (Eocella tinctoria.) from which a valuable scarlet dye is ob¬ 
tained. This branch of industry may eventually induce the partial 
settlement of this part of the peninsula, should artesian wells prove a 
success. Apart from Magdalena Bay and farther to the north, and- 




63 


ruiiniu" parallel to the coast for a distauceof uearly t\yo liiiiidred miles, 
is system of estuaries or arms of the sea which vary from half a mile 
to live miles iu width, and commiiiiicatiiij? in several places through 
deep aud safe channels directly with the Pacitic Ocean. These estuaries 
seem to be and are the favorite resort of large numbers of the common 
as well as the right whale ((7ae/ia?of,) which enter here yearly in im¬ 
mense schools to calve. This place has been regularly visited since the 
year 1857, when it was accidentlj^ discovered by a lishing-vessel from 
San Francisco, by from ten to twenty whaling-vessels, which as a rule 
have always succeeded iu tilling witli oil. On the inner or Gulf side we 
find also several large and safe bays or harbors, of which probably the 
best are La Paz, Puerto Escondido, Mulege, Los Angeles, and San 
Luis. Unfortunately all these noble harbors, having no back country 
or i^opulation seeking an outlet, are rendered for these reasons of no 
account to the shipping-interest of the world. Possibly at some future 
day, Magdalena Bay may be used as a naval depot or coaling-station, 
but this can hardly" be expected without, as I said before, artesian 
wells should be a success. The mineral resources of Lower California, 
though not as important as those of other parts of Mexico, are still of 
considerable value. Silver is found in paying quantities about San 
Antonio, iu the Cacachila range of mountains, while copper is mined to 
advantage in the neighborhood of Muleg^, and the Gigante Mountain 
near Loreto. A gold vein of great value exists near Santa Gertrudis, 
which has been worked only to a very limited extent, owing to the 
lack of water, which can only be obtained by packing it thirty miles. 
One of the most remarkable salt-deposits in North America exists on 
Carmen Island, opposite the old capital of this territory, Loreto. This 
salt forms by infiltration and evaporation, and is of extreme purity. It 
is found iu a depression near the beach of the island, and covers a sur¬ 
face of nearly 160,000 square yards, and is from four to six feet in thick¬ 
ness. So rapid is the evaporation, which is continually going on, that 
a block of salt taken out is replaced by a new formation within twenty- 
four hours. This island is owned, I believe, by Mr. Ben. Holladay, 
of San Francisco, who finds a ready sale for all the salt that he can ship 
away from there. On the island of San Marcos, a little to the north of 
Mulege Bay, are inexhaustible quarries of gypsum, both selenite and 
alabaster. Forty miles north of this last-named island, and nearly op¬ 
posite Guaymas, iu Sonora, from which they are ninety-five miles dis¬ 
tant, are situated three remarkable conical mountains called Las Tres 
Tirgenes (The Three Virgins.) These are extinct volcanoes aud stand 
near the coast, from three to five miles distant from the safe harbor of 
San Carlos, where fresh water is found. Between these Three Virgins, 
which stand relatively to each other as if they formed the apexes or 
apices of an equal-sided triangle, is an incalculable deposit of sulphur, 
which must have formed or flowed here when the volcanoes were in 
active eruption. This sulphur is of considerable purity, and with proper 
refining-works could be made to supply the world for the next century. 
I accidentally discovered the deposit while hunting for Kocky Mountain 
sheepj (Ovis montana^) which exist here in this neighborhood in large 
numbers, in the vear 1859, while attached to Stone’s survey of the 
Gulf. 

The States of Sonora and Sinaloa, which, as I before remarked, form 
the extreme northwestern boundary of the republic of Mexico, present 
characteristics so totally difterent from Lower California, that one can 
hardly realize them to be within so few degrees of each other. That 
great range of mountains—the backbone of the American continent— 


64 


Iviiown as the Eocky Mountains in tlie United States, the Andes in South 
America, takes the name of Sierra Madre (Mother of Mountains) on its 
Avay through Mexico. Against this lofty range the rain-charged clouds 
which sweep over the Pacific from June to October of each year are con¬ 
densed. Lower California, possessing no very elevated range of mount¬ 
ains, as a consequence, suffers from a want of rainj while on this (the 
eastern) side of the Gulf the country is made fertile through the abun¬ 
dance of the rain-fall. The Sierra Madre runs nearly parallel with the 
coast for a distance of several hundred miles, and at an average distance 
of say CO to 75 miles from it. Shooting out, as it were, from the main 
range are numerous spurs or ridges, which push their way to the Gulf. 
Several small rivers, which take the surplus rain from the mountain, 
find their way between these spurs or ridges to the Gulf. In the State 
of Sinaloa we have the Eosario, Mazatlan, Camacho, Braziles, Piastla, 
Elota, San Lorenzo, Culiacan, Sinaloa, Ajome, Mayo, and, dividing the 
two States, the river Fuerte. In Sonora we have the river Yaqui, Eio 
de Ures, and the Colorado of the West, which empties into the extreme 
north end of this Gulf. hTone of the rivers of Sinaloa are navigable, 
owing more to their rapid fall than to a want of water. The Fuerte, 
however, is navigable for fiat-bottomed vessels of not over four feet 
draught for a distance of nearly one hundred miles above its mouth. The 
Yaqui, in Sonora, is also navigable for small vessels for about the same 
distance; while the Colorado gives employment to several low'-draught 
stern-wheel boats, which run up as high as the mouth of Black Canon, 
a distance of nearly 400 miles. 

The valleys of all the rivers mentioned, from the Yaqui to the Eosa¬ 
rio, are not excelled in fertility by any other lands on the face of the 
globe. Not only corn, beans, and tobacco are raised—articles of pri¬ 
mary importance to the inhabitants—but rice, coffee, sugar-cane, and 
cotton grow with wonderful prolificness. As we ascend the slopes of the 
Sierra Madre, wheat, oats, barley—in fact, all the cereals, are found to 
grow and produce with equal prolificness. Magnificent forests of tim¬ 
ber, only limited by the extent of the mountain range, cover the slopes 
and summits of the Sierra Madre. Here we see the pine and the oak 
growing side by side, while in the valleys and along the water-courses 
we find the ash, red-cedar, {Juniperus sabina^)li^m\m-Y\tsd, {Guaiacum 
officinale)) ebonj", ava, (Strychnos mix vomica) higuera or higueron, 
Brazil-wood, mesquite, rosewood, and a variety of others which will 
eventually become of value as they are better known. 

The total population of the two States of Sonora and Sinaloa, includ¬ 
ing the tribes of Indians who inhabit different portions of them, (the 
Papagos, Ceres, Opatas, Yaquis, and May os, in Sonora, and the Tara- 
inanros, in Sinaloa,) may be reckoned as miners, rancheros, or farmers, 
and arrieros, or packers. No adequate conception can be formed of the 
mineral wealth of the Sierra JMadre range within the limits of the two 
States mentioned. Innumerable veins of quartz, rich in both gold and 
silver, traverse the western slope of tbe great range in every direction, 
and only await the advent of skilled labor to yield returns unheard of in 
the annals of mining. Not only are these two precious metals found in 
inexhaustible quantities, but quicksilver, copper, lead, tin, antimony, 
and iron are found in great abundance. Both the tin and iron which 
have been produced until now have been iu the neighboring State of 
Durango, where fioat-tin exists over a space of nearly 1,800 square miles. 
One of the most remarkable mountains in the world, composed of nearly 
puie magnetic-iron ore, overshadows the city of Durango. This mount¬ 
ain, two miles in length by one in width, and averaging 700 feet in 


65 


height, was formerly supposed by Baron Humboldt and other scientific 
persons to be an immense jereolite, which had fallen here at some remote 
period; but later investigations have proved the contrary, as ores of the 
same nature are found to exist in other immediate localities, but at too 
great distance to have been the result of scintillations from the original 
heated rnass. Should a railroad ever cross Mexico, seeking an outlet at 
the Guli of California, it must cross within a comparatively short dis¬ 
tance of these two great sources of national wealth, i. e., iron and tin. 
Notwithstanding that so much has yet to be done in Northwestern Mex¬ 
ico for the full development of her mining system, we can still point with 
some degree of satisfaction to the results obtained under the rude Mexi¬ 
can waj^ of mining; and we have but to visit the mining centers of El 
Rosario, Copala, Panuco, San Dimas, Zaragosa, Gaudalupe de los Reyes, 
Zapote, Metates, Batopilas, Gerro de Alamos, La Silla, Gavilanes, Ven- 
tanas, Plomosas, and scores of others I could mention, to fully realize 
the enormous wealth buried in the bowels of these mountains, which 
silently waits the advent of the intelligent miner, as I said before, to 
throw the results achieved by California and Australia in the shade. My 
pen fails to do justice to this, more than any other, important branch of 
future wealth. 

The Sierra Madre range, which traverses or divides the States of Sono¬ 
ra and Sinaloa from the States of Chihuahua and Durango on the east, 
runs nearly north and south, and attains within the limits indicated an 
elevation of nearly 12,000 feet. Though this is the highest elevation, 
we have gaps breaking through of not over 4,000 feet in height. The 
ascent from the east is easy, as the slope from the great central plateau 
of Mexico is gradual and regular, and no engineering difficulties may be 
apprehended in topping the summit, should a railroad ever be projected. 

On the western slope the descent is much more rapid, and though 
comparatively impracticable for the passage of railways, yet not impos¬ 
sible to capital and skillful engineering. A natural i)ass through the 
mountain, which presents many less difficulties than those at other points 
along the range, is to be found on the line commencing at the town of 
“ El Fuerte,’’ passing through “ Chois” and Batopilas, thence a little to 
the north of Santiago Papasquiaro, sweeping down an easy grade into 
the great elevated plain of Mexico to the north of the city of Durango. 
This route follows the Fuerte River to the sources of its waters, and pre¬ 
sents no remarkable engineering difficulties, as the grade is comparatively 
easy and regular. This route taps some of the richest silver districts 
probably in the world, and I have only to mention Batopiffis, where na¬ 
tive silver is frequently cut from the veins, to convince you of the truth 
of this statement. 

No clear-sighted person can fail to see the importance which the geo¬ 
graphical position of Northwestern Mexico offers as a terminus to some 
future system of railways, which must connect somewhere in this vicinity 
with one of the shorter routes to Japan, China, and the East Indies. 

Canton, the Sandwich Islands, and the mouth of the Gulf of California 
lie each within a few minutes of the 23d parallel of north latitude. 
Within easy reach of this parallel lie Australia to the south and Japan 
to the north. * * * While from here east we are not only nearer 

New York, but absolutely clear of the dread of snow-blockades. When 
we take all this into consideration, together with the fact that such a 
road would pass through both great agricultural and mineral wealth, 
who can doubt but that in time the steam-whistle may be heard as 
the train whirls down the slope of the Sierra Madre, chasing away ignor- 

5 A T 



66 

ancc, superstition, and darkness from one of the fairest portions of this 
earth. 

While we have noted that Lower California, x)oor in everything else, 
contains some of the noblest bays in the world, we have to regret that 
nature was not more bountiful in that respect to the eastern shores of 
the Gulf. The entire distance between San Bias and the head of this 
Gulf contains so few good harbors that the number may be limited to 
twm only. One, the well-known harbor of Guaymas, requires no descrip¬ 
tion. Its great fault, if any there be, is that it is too far up this Gulf for 
practical purposes j but this might not be a drawback had we not a 
harbor superior in every respect to that of Guaymas, situated much 
nearer to the mouth of the Gulf, and so far entirely unoccupied, and al¬ 
most equally unknown. Such a harbor, possessing all the necessary 
requisites to become a point of importance on the highway of nations, I 
believe to exist half way between here and the port of Guaymas. 

Our mutual friend. Dr. B. E. Carman of this place, has also given me 
valuable information touching this interesting point. He it was who, 
accidentally hearing from some travelers of the existence of this mag¬ 
nificent internal sea, and knowing the value of such a harbor on a coast 
nearly devoid of them, went to the expense of fitting out three different 
exploring parties, both by land and by sea, to search for it, and to him be¬ 
longs the honor and right of discovery. It is called Topolovampo, and is 
situated near the mouth of the river Fuerte. 

Centrally situated between Alaska and Cape Horn, with no rival to 
equal its magnificent harbor and bay ; a climate unrivaled in the world, 
partaking of both the torrid and temperate zones; surrounded by a land 
capable of producing all that the most favored climates yield for the 
comfort and luxury of mankind; with forests of magnificent timber 
growing almost in sight, on the one side, and a water teeming with the 
finest fish, turtle, and oysters on the other; mines of gold, silver, copper, 
quicksilver, tin, iron, and lead, on her right hand within her grasp, bal¬ 
anced on the other side by pearl-fisheries and alabaster-quarries, together 
with immense and inexhaustible deposits of both salt and sulphur; why, 
with all these advantages, may not this nearly obscure bay of Topolo¬ 
vampo become one of the great points toward which shall center the 
greater portion of the commerce of the Pacific. 

I sincerely believe that as the needs of the world are developed, 
this point, dormant since the creation, shall spring into a life rivaling 
ancient Carthage and eclipsing the famous maritime age in which Venice 
was mistress of the sea. This is no dream, for we have but to study the 
capacities of the bay in question, its surrounding resources and geo¬ 
graphical position, together with the necessity which approaches on the 
rapid wings of civilization, to believe all that we predict as to its future. 

Very respectfully, your obedient servant, 

Fred’k G. Fitch, 0. E, 

Albert K. Owen, Esq., Mazatlan. 

[23.] 

[The information contained in this notice will be carefully considered, will be noted in the 
sailing-directions, and compared with the chart when the ship is navigating the parts to 
which it refers.] * o » r 

HYDEOGRAPHIC NOTICE. 

[No. 11—1869.] 

The following hydrographic information is an extract from a journal 


67 

kept by Commander William T. Truxton, commanding United States 
sloop of war Jamestown : 

Gulf OF California.—-Topolovampo —The entrance to this harbor 
and the inland sea of San Carlos is in latitude 25° 32' north, longitude 
14' 25" west, between two sand-banks covered at high, and awash 
at low water, and through which three and a half fathoms can be safely 
carried at low water. 

The land of Topolovampo and the island of San Ignacio (between 
which are the straits of Topolovampo and entrance to the bay of San 
Carlos) is high and easily distinguishable. 

With the Farallone San Ignacio, (in latitude 25® 27' north, longitude 
1090 27' west,) bearing S. W. by S,, (mag.,) you have a fair view up 
Topolovampo Straits. 

With the Farallone San Ignacio bearing S. 54Jo W. (mag.,) the en¬ 
trance between the sand-banks bears N. 54Jo E. (mag.) 

You can then stand in on that course (N. 54Jo E.) with safety till you 
see the breakers on either side of the smooth water of the channel; the 
soundings decrease regularly and gradually 5 bottom, smooth, hard sand, 
free of all dangers. 

When on this line the straits of Topolovampo will be shut in, and you 
must be careful not to be misled by an apparent opening a little to the 
northward of the N. 54 Jo e. and S. 54Jo W. line given above. 

For the present, and till a more thorough examination of the ap¬ 
proaches are made, it will be well to keep about half way between the 
Farallone and the mainland before standing in too close to the land. 

The set of the tides on and outside the sand banks is not determined; 
they are quite strong; apparent-rise and fall about seven feet. 

The high lands of Topolovampo are faced with (but separated by a 
narrow strip of water from) a bright yellow sand-beach, which stretches 
away to the northward and westward and is lost in the distance. 

It makes a good mark for the north side of the entrance as you ap¬ 
proach from the westward, and in the afternoon shows well. We carried 
four fathoms to within three hundred feet of the beach. 

The icater in Topolovampo Harbor and Straits varies from six (6) to fif¬ 
teen (15) fathoms till tcell in San Carlos Bay^ when it gradually shoals. 

Further investigations., however., may develop good channels through this 
magnificent inland sea. 

In Topolovampo fair drinking-water may be obtained by sinking wells 
in the sand on Conchal Point. Wood is not to be had except the thin 
growth of chaparral that covers- tlie hills of the vicinity. 

No signs of fresh water in San Carlos Bay, no wood, no arable land, 
and no desirable place to locate a city could be found during the brief 
time given to its investigation. 

The anchorage outside is perfectly safe., as a ship could alioays lie offshore 
tvith a S. E. or S. W. tcind^ should it begin to blow. 

Inside Topolovampo., vessels are entirely protected from the sea., while only 
S. W. and N. W. loinds loould be felt. In San Carlos., vessels would be en¬ 
tirely land-locked. * 

In fact ffor safety^ no more secure anchorage is to be found., while., with 
the aid of tivo or three buoys^ access to it could be made perfectly simple. 

There are many rivers emptying into the Gulf of California, not laid 
down on the charts. I am satisfied also that other good harbors will be 
found. 

Imray^s chart, probably the best at present published, is exceedingly 
incorrect. 

##*#*** 


68 


Sailing-directions for entering the liarhor of Topolovampo^ Sinaloa^ Mexicoj 
prepared hy Lieutenant-Commander Allen Y. Reed, in charge of surveying 
party from the United States sloop of war Jamestoivn, Commander W, T, 
Truxton commanding. 

Bring the middle of the Farallone de San Ignacio to bear S. W. | 
W. a little -westerly, and stand N. E. f E. a little easterly, toward the 
northern slope of Mount San Carlos, (the most prominent mountain look¬ 
ing in the bay, its ridge running N. and S. and the northern end sloping 
down to the water 5 ) stand on till you bring Shell Point (low sand) to 
bear E. K E. distant IJ miles, in 3J or 4 fathoms water ) pass between 
two small sand-islands (the southeastern one covered at high water, but 
their presence always shown by breakers j) from mid-channel, when 
directly between these islands, steer N. E. by E. toward the same slope of 
Mount San Carlos, gradually shoaling the water from lOJ to 5 fathoms 5 
when the Bound Hill, on northern shore of the bay, (at the water’s edge,) 
is in line with Camel’s Hump (or mountain peak over the ridge of an¬ 
other mountain, which has very smooth sides and a straight ridge slightly 
descending toward S. E.,) steer east along the northern shore of Conchal 
Island, about f of a mile distant, in 7 and 8 fathoms 5 when entrance to 
Topolovampo Straits, seen to left of Mount San Carlos, bears N. E. J B., 
stand for the highest point of Mount San Carlos, passing the headlands 
about § of a mile distant. 

“Topolovampo Straits are clear passages; from 6 to 12fathoms water 
on either side close to shore; no hidden dangers. 

“Anchor anywhere after passing Shell Point. Avoid a shoal, with 
only two or three feet of water, off east end of Conchal Island, where 
the high land commences. It sets out about J of a mile, but is easily 
known by the discolored water. 

“ Bottom, sand, but good holding ground. Tides regular as far as 
observed ; neaps 3 feet, springs about 5 feet.” 

Bureau of Navigation, 

Hydrographic Office, 

Washington, D. C., June 19, 1869. 


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